Preface

These instructions are intended to help you to repair the electronic Diesel control system properly.
In writing these instructions, we have assumed that you have the necessary knowledge of control systems
for working on and with the electronic diesel control.

Important instructions which concern technical safety and protection of persons are emphasised as shown
below.

Danger:
This refers to working and operating procedures which must be complied with in order to rule out
the risk to persons.

Caution:
This refers to working and operating procedures which must be complied with in order to prevent
damage to or destruction of material.

Note:
Explanations useful for understanding the working or operating procedure to be performed.

Best regards
MAN Nutzfahrzeuge Aktiengesellschaft
Nuremberg Plant

We reserve the right to make technical modifications in the course of further development.
© 2004 MAN Nutzfahrzeuge Aktiengesellschaft
Reprinting, copying or translation, even in the form of excerpts, is forbidden without the written permission
of MAN. MAN expressly reserves all rights in accordance with the law on copyright.
MTDB Technical status: 01.2004 51.99598−8091

1
 Contents

Page

Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Safety information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Electronic diesel control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
System description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Component description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Pedal travel sensor or 4−20 mA throttle lever signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Temperature sensors for charge air and coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Boost pressure sensor − Electronic pressure sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
RPM sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Injector and needle movement sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
EDC control box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Engine control EDC MS 6.4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Pin assignment for engine control unit EDC 6.4 stage 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Functional description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Radial piston distributor injection pump VP 44 MS 6.4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Fuel System Diagram VP44 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Notes on operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Varying the idle speed − EDC control box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Self-diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Flash code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Check-list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Troubleshooting chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Troubleshooting program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Mechanical engine control with pedal travel sensor (pedal travel sensor, throttle lever signal) . . . . 55
Electric engine control with 4−20 mA throttle lever signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Delivery volume solenoid valve, injection pump (plausibility of activation time) . . . . . . . . . . . . . . . . . . 58
Charge-air temperature sensor (LTF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
RPM sensor (DZG, Flywheel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Boost pressure sensor (LDF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Coolant temperature sensor (WTF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Pump control unit self-test (pump map not present) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Shutdown via delivery volume 0 (run-on test) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Undervoltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Engine overspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Start of injection control deviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Needle movement sensor (NBF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Plausibility of solenoid valve cutout (MAB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
EDC control box for idle speed adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
CAN1 interface (FM, MMDS) module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Shutdown via relay redundant shutdown MAR (run-on test) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Main relay (K1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Relay (K2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Time-lag relay (K3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Shutdown via monitoring module (run-on test) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Atmospheric pressure sensor (in control unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Pump control unit solenoid valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Timeout: CAN signal FM / MMDS at EDC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Run-on control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Self-test pump control unit: solenoid valve voltage measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Fuel temperature (pump control unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
CAN 2 interface (PSG-CAN) − bus off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
CAN 2 interface (PSG-CAN) module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Shutdown via delivery volume solenoid valve (run-on test) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86

2
 Contents

Page

CAN 1 interface (FM, MMDS) − bus off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

Pump speed sensor (IWZ signal) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Residual volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Self-test pump control unit: Solenoid valve output stage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Injection timing mechanism (pump control unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Timeout: CAN signal PSG 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
Shutdown via voltage monitoring (run-on test) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Timeout: CAN signal MSG 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Supply voltage pump control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
CAN signal pump control unit (interface) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
Speed sensor signal recording, pump control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Self-test pump control unit: EEPROM checksum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Self-test pump control unit: EEPROM status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Self-test pump control unit: ADC status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Self-test pump control unit: RAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Polarity reversal speed sensor on flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Engine control unit monitoring module (µ controller) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Pump control unit initialisation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Fault sending a CAN message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Test of shutdown paths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Plug connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Engine terminal box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Location of sensors for combustion air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Location of sensors for cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Location of the speed sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Location of the needle movement sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Location of fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
EDC diagnostic tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
MAN-Cats Diagnostics System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
MAN-Cats − Software Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
EDC testing with socket box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
Connections: Boatyard start / stop, emergency stop,
charge indication, charge-air preheating, alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
Engine start / stop: Bridge / Flybridge / Engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Emergency stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
Charge indication, charge-air preheater, alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Connection for electric throttle lever control with 4−20 mA output signal . . . . . . . . . . . . . . . . . . . . . . . . . . 150
Possible throttle lever control for D08 marine engines made by Bosch Rexroth:
Marex SB and Mini Marex-C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
Brief description of the 4−20 mA throttle lever control system Marex SB . . . . . . . . . . . . . . . . . . . . . . . . . 157
Brief description of the 4−20 mA throttle lever control system Mini-Marex-C . . . . . . . . . . . . . . . . . . . . . . 165
Circuit diagram for MMDS 24 V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
Circuit diagram for EDC 24 V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
Connection diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
Circuit diagram for MMDS 12 V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
Circuit diagram for EDC 12 V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
Wiring of MMDS individual components MMDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185

3
 Safety information

General
Important safety regulations are summarized in this quick-reference overview and arranged by topic to ef-
fectively convey the knowledge necessary to avoid accidents causing injury, damage or environmental haz-
ard.
The engine operating manual contains further information.

Important:
Should an accident occur despite all precautionary measures, particularly one involving contact with corros-
ive acid, penetration of fuel under the skin, scalding by hot oil, antifreeze splashing into the eyes etc. you
must seek medical assistance immediately.

1. Instructions for avoiding accidents likely to cause injury

Only authorized and qualified personnel are permitted to carry out inspection, adjustment and re-
pair work

D Secure and chock vehicles to prevent the vehicle rolling.

D Firmly secure units and assemblies on disassembly.

D Only authorized personnel are permitted to start and operate the engine.

D Do not stand too close to rotating parts while the engine is running.
Wear close-fitting working clothes.

D Do not touch a hot engine with bare hands:

Risk of burns.

ËË
D Keep area surrounding engine, ladders and stairways free of oil and grease.
Accidents caused by slipping can have serious consequences.

D Only work with tools which are in good condition. Damaged or worn spanners and
wrenches can slip off: Risk of injury.

D Persons must not stand under an engine suspended on a crane hook. Keep lifting gear
in perfect condition.

D Only open coolant circuit once the engine has cooled down. Follow the instructions
given under “Care and Maintenance” in the Operating Manual exactly if it is not possible
to avoid opening the coolant circuit with the engine at operating temperature.

4
 Safety information

D Do not tighten or loosen pipes and hoses that are under pressure (lubricant circuit,
coolant circuit and any downstream hydraulic oil circuits): Risk of injury caused by
liquids escaping under pressure.

D Do not place hands under the fuel jet when checking injection nozzles.
Do not inhale fuel mist.

D Always disconnect battery when working on the electrical system.

D Do not use rapid charger to start the engine. Rapid charging of batteries is only per-
mitted with the positive and negative leads disconnected!

D Disconnect batteries only with the ignition turned off.

D Observe manufacturer’s instructions for handling batteries.

Caution:
Battery acid is toxic and corrosive. Battery gasses are explosive.

D Only use suitable measuring instruments to measure voltages! The minimum input
resistance of a measuring instrument should be 10 MΩ.

D Only disconnect or connect wiring harness connectors on electronic control units with
the ignition turned off!

Disconnect batteries and connect the positive lead to the negative lead such that they are
electrically conductive before carrying out any electric welding work. Earth the welding set
as close to the weld as possible. Do not place cables of welding set parallel to electrical
lines in the vehicle.

Refer to the “Welders Code of Practice” for further accident prevention measures.

D When carrying out repaint jobs, electronic components may be subject to high tem-
peratures (max. 95_C) for only very short periods; a period of up to approx. 2 hours is
permissible at a max. temperature of 85_C, disconnect batteries.

Limitation of liability for parts and accessories

In your own interest, we strongly recommend you use only accessories and original MAN parts expressly
approved by MAN for your MAN engine. The reliability, safety and suitability of these parts and accessories
have been tested specially for MAN engines. Despite us keeping a constant eye on the market, we cannot
assess and be held responsible for these properties in other products, even if they bear TÜV (German test-
ing and inspection institute) approval or any other official approval in any particular case.

Laying up or storage
Special measures must be implemented in accordance with MAN Company Standard M 3069 Part 3 if en-
gines are to be laid up or placed into storage for more than 3 months.

5
 Electronic diesel control

Electronic diesel control EDC

General
The demands made by customers and the legislators in respect of fuel consumption, exhaust emission and
noise characteristics etc. on diesel engines have increased over the years and will be even more stringent
in the future.
The fact that conventional mechanical injection systems have reached their performance limits has made
electronically controlled fuel injection systems necessary.
Such systems increase engine efficiency, improve driving comfort and lessen the burden on the environ-
ment.
EDC (Electronic Diesel Control) meets these requirements.

6
 System description

Layout and function

With the implementation of the D 0836 engine, the electronically controlled diesel injection with radial piston
distributor injection pump VP 44 is used from the first time in marine engines.
This diesel injection system requires two control unit for electronically diesel control:
− Pump control unit (installation position: part of the injection pump)
− Engine control unit (installation position: control unit in the terminal box)
This arrangement is necessary to prevent overheating of certain electronic components on the one hand
and the influence of interference signals that can come from the injection pump on the other.
The pump control unit records the pump-internal sensor signals for engine speed, angle of rotation and fuel
temperature and the data supplied by the engine control unit, evaluating them for exact control of the injec-
tion volume injection point.
Data interchange between the engine control unit and pump control unit is across the CAN data bus.

Charge-air Needle move- Boost Coolant Option: Throttle lever

Engine speed 1 temperature ment sensor pressure temperature Pedal travel sensor signal 4−20 mA

EDC
CAN bus control unit
MS 6.4
Engine monitoring

Idle speed setting

ISO diagnosis
Power supply

warning lamp

of idle switch
Terminal 15
terminal 30

Simulation
MAN-Cats

Diagnosis

Diagnosis
request

EDC control box 51.11615−7269

The engine can be triggered

− mechanically with the pedal travel sensor or alternatively
− electrically with the 4−20 mA signal.
The intelligent pump control unit contains
− the fuel delivery regulator
− the injection timing mechanism
The pump control unit is activated by the engine control unit.
The engine control unit processes information it receives via
− the CAN data bus from pump control unit
− the pedal travel sensor (throttle lever signal) or from the 4−20 mA throttle lever
− the needle movement sensor
− the boost pressure sensor
− coolant temperature sensor
− the rpm sensor on the flywheel housing

7
 System description

The expanded EDC control box 51.11615−7269 contains the following functions:
− EDC fault diagnosis with LED and flashcode
− Idle speed adjustment
− Conversion of 4−20 mA input signal into a voltage signal
− Galvanic separation of the 4−20 mA input signal from the EDC control unit
− Simulation of the idle switch if the 4−20 mA triggering system is used
− Isolation of the EDC engine speed signal (TDS signal from the EDC control unit)

Communication with the MAN-Cats test and diagnostic program is possible via an ISO interface of the EDC
control unit that is also integrated into the terminal box.
To regulate the start of injection, the current injection timing is recorded by the needle movement sensor in
the injector holder on cylinder 1.
The start of injection is changed via the hydraulic injection timing mechanism in the VP 44.
To ensure the vessel can reach the nearest workshop in the event of one or several sensors failing, an
emergency operation function is integrated in the control unit which, depending on the situation, enables
the vessel to continue on its way, albeit with restricted functions.
The idle speed is exactly maintained by means of the idle speed governor as long as the engine output is
sufficient for this. The regulated idle speed can be varied within certain limits.
The idle speed is factory set to 600 rpm. However, it can be varied within the range of 600 to 750 rpm by
using the EDC control box.
Starting fuel is delivered when a lower start detection speed is exceeded.
The starting fuel volume and cold idle speed are limited as a function of the coolant temperature to avoid
impermissible smoke emission and unnecessary revving of the engine after starting.

8
 Abbreviations

a Acceleration
AV Exhaust valve

BA Operating instructions

CAN Controller Area Network (data bus system with bit-serial transfer)
CAN-H Data cable CAN-high
CAN-L Data cable CAN-low
CATS Computer-Assisted Testing and diagnostic System
CPU Central Processing Unit (central computer)

EDI Electronic Data Interchange

DIA Diagnosis and Information Display
DIAK Diagnosis, communications line (data cable)
DIAL Diagnosis, L line (stimulus line)
DIAR Diagnosis, continued stimulus
DIN German Industrial Standard
DM Diagnostic message
DPF Diesel particle filter
DS Pressure sensor
DZG rpm sensor

ECU Electronic Control Unit

EDC Electronic Diesel Control
EDR Final speed control
EEPROM Electrically erasable programmable read-only memory (non-volatile)
EHAB Electrohydraulic cutout
ELAB Electrical cutout
EMC Electromagnetic compatibility
EOL End Of Line (programming)
EP Injection pump
EV Intake valve
EVB Exhaust Valve Brake

FAQ Frequently Asked Questions

VIN Vehicle Identification Number
FM Vehicle management
FMI Failure Mode Identification

GET Gearbox
GS Gearbox control
GND Ground

HSS Highside switch

Hz Hertz (reversal / period per second)
HZG Auxiliary rpm sensor

9
 Abbreviations

IC Integrated Circuit
ID Identification
IMR Integrated mechanical relay (start control)
IRM Individual control, modified (ABS)
ISO International Standardisation Organisation
IWZ Incremental angle-time measuring system

KWP Key Word Protocol (protocol for diagnosis with MAN Cats)

LCD Liquid Crystal Display

LDA Boost pressure-dependent full load stop
LDF Boost pressure sensor
LED Light Emitting Diode
LGS Idle-speed switch
LL Idle speed
LLA Idle speed rise
LLR Idle speed setting control

MAB Solenoid valve cutout (engine cutout by means of high-pressure solenoid valve in the injec-
tion pump)
MAR Solenoid valve cutout relay (relay redundant engine startup)
MAN-Cats MAN computer-assisted testing and diagnostic system
MES Fuel delivery regulator
MSG Engine control unit (EDC)
MV Solenoid valve

n Engine speed
PTO Power take-off
NBF Needle movement sensor
NFZ Commercial vehicle

p pressure
PBM Pulse Breadth Modulation ³ see also PWM
PSG Pump control unit (EDC)
PTO Power Take Off
PWM Pulse Width Modulation ³ see also PBM

RA Repair instructions
RAM Random Access Memory (volatile read / write memory)
RLV Relay valve
RME Raps Methyl Ester (biological diesel)
ROM Read Only Memory

SAE Society of Automotive Engineers

sec Second
SG Control unit

10
 Abbreviations

t Time
TKU Technical customer documents

UBat Battery voltage

v Speed

WA Maintenance instructions

z Deceleration
ZDR Intermediate speed control

l Slip
m Coefficient of friction
mC Microcontroller (microprocessor)

11
 Component description

Pedal travel sensor or 4−20 mA throttle lever signal

Function
The pedal value transmitter or the 4−20 mA signal from the electrical throttle lever trigger transmit the
driver’s request to the control unit.
Then control unit uses these inputs to calculate the correct injection volume.

a) Mechanical engine triggering with pedal travel sensor

The mechanically (e.g. via bowden cable) triggered pedal value transmitter is plugged into the MAN ter-
minal box.

+
pink
16 Pin 24, EDC control box
−
1K 15 Pin 23, EDC control box
14 Pin B17, EDC control unit
white
1K 13 Pin B23, EDC control unit
EBE 17
grey 12
EBE 16
11
−
1K

10
yellow +
9
brown 8
7
6 Pin B16, EDC control unit
5 Terminal 5, terminal box
4 Terminal 3, terminal box
Pedal travel sensor 3
with idle-speed 2
switch 1

Plug for throttle lever B X9

for mechanical engine
triggering

Terminal box

Adjustment
75

Bowden Pedal travel

cable sensor

X9
TOP

12
 Component description

b) Electric engine triggering with 4−20 mA signal

Alternatively the engine can be triggered with a 4−20 mA current signal from an electrical throttle lever con-
trol system (4−20 mA ¢ idling − full-load).
If the 4−20 mA signal should fail, the engine will continue to run at idling speed.
å Alarm “Electronic − failure” on the MMDS engine monitor (EDC indicator lamp will be on permanently)
The EDC speed signal (see also page 151) can be read into the throttle lever control system and used for
engine synchronisation.
Plug A supplied for socket X9 (on the terminal box) has internal screw clamps so that the boatyard will not
need crimping tools.
Pin assignment X9: Pin 9: Input for 4−20 mA signal (+)
Pin 10: Input for 4−20 mA signal (−)
Pin 15: Output for rpm signal (+)
Pin 16: Output for rpm signal (−)

+
16 Pin 24, EDC control box
Speed output −
15 Pin 23, EDC control box
14
13
EBE 17
12
EBE 16
11
− −
10 Terminal 15, EDC control box
Input for 4−20 mA, engine + +
9 Terminal 14, EDC control box
8

7
6
5

4
3
2
1

Plug for throttle lever A X9

for electric engine
triggering (4−20 mA)

Terminal box

The 4−20 mA input (terminals 9 and 10, plug X9) is an isolated input.
With the introduction of the EDC control box (EBE-EDC) 51.11615−7269 the rpm signal is also an isolated
output (terminals 15 and 16, plug X9).

13
 Component description

Temperature sensors for charge air and coolant

Charge-air (51.27421−0077)
Characteristic curve R=f (-í)

Plug connection

Plug assignment
PIN 1 = sensor ground, EDC Pin A4
PIN 2 = output signal, EDC Pin A10

Coolant temperature sensor (51.27421−0113)

Characteristic curve R=f (-í)

2 3

Plug connection

Plug assignment
PIN 1 = sensor ground, EDC Pin A5
PIN 2 = output signal, EDC Pin A22

Function
The temperature sensors for charge air and coolant are NTC resistors. The coolant temperature sensor is
in the coolant circuit below the heat exchanger, the charge-air temperature sensor is in the charge-air cir-
cuit downstream of the intercooler. They supply the control unit with information on the coolant and charge-
air temperatures.

14
 Component description

Boost pressure sensor (51.27421−0180)

Electronic pressure sensor

1
2 Output EDC Pin A12
EDC Pin A23 +5V
5
3
EDC Pin A17 −
4

Plug connection

Plug assignment
PIN 1 = pressure-dependent output signal, EDC Pin A12
PIN 2 = supply voltage 5 V from EDC, EDC Pin A23
PIN 3 = negative, EDC Pin A17

Characteristic curve
Output curve at US = 5 V

(VDC)

4.650 MIN Overpressure

4.500

0.500
0.350 MIN
Vacuum Pressure (bar)
0.5 VS 4.0

15
 Component description

RPM sensor (51.27120−0008)

1
2
5
3
4

Plug connection
RPM sensor

Plug assignment
PIN 1 = sensor ground, EDC Pin A13
PIN 2 = output signal, EDC Pin A1

Description
The speed sensor picks up the crankshaft speed of the engine.
The rpm sensor consists of a permanent magnet and a coil with a high number of windings.
The magnet “touches” the rotating component to be measured, normally a crown gear or grooved ring gear,
with its magnetic field.
When a tooth or a groove moves past the sensor, the magnetic flux increases and, conversely, decreases
in the gaps between the grooves. This generates an induction voltage in the sensor coil which is measured
by the electronic control. The distance between the sensor and the ring of grooves is approximately 1 mm.

16
 Component description

Injector and needle movement sensor (51.10100−7413)

1 2

Plug connection

À Coil
Á Pressure pin

Plug assignment
PIN 1 = output signal, EDC Pin A29
PIN 2 = sensor ground, EDC Pin A15

The needle movement sensor records the start of injection using a sensor which is incorporated directly
into the injector holder of cylinder no. 1. This sensor, through its detection of the needle movement, is used
to calculate the fuel injection timing (start of injection).

17
 Component description

EDC control box (24 V − 51.11615−7269, 12 V − 51.11615−7324)

Function
The EDC control box (EBE-EDC) has the following functions:
− EDC fault diagnosis with LED and flashcode
− Idle speed adjustment
− Conversion of 4−20 mA input signal into 0.64−3.2 volts
− Galvanic separation of the 4−20 mA throttle lever input signal from the EDC control unit
− Simulation of a 4 mA engine speed signal (equal to 0.64 V) for a period of 3 seconds to the EDC control
unit after ignition has been switched on (0.64 V to pin B23 of EDC socket box − test box).
This simulates an idle speed signal until an existing throttle lever control system is ready for operation;
this avoids a fault being recorded in the EDC fault memory.
− Simulation of the idle switch (if the 4−20 mA triggering system is used)
− Isolation of the EDC engine speed signal (TDS signal from the EDC control unit)
The control box is also an interface to the engine monitoring system.

Terminal strip
plug-in type

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
35

135
125

1: + power supply 24 VDC

2: − power supply 24 VDC
3: EDC: B6 (DIA-1)
4: EDC: B24 (ISO-L)
5: EDC: B8 (FGR1)
Br Sp LED
6:
7: EDC: B26 (BRE-E)
8: Green
9:
10: EDC: B9 (CAN10) EDC failure Dia −
100

11:
Id.sp.sw.
12:
EDC P.39
13: EDC: B21 (LLA-E)
90

14: + (4−20mA) Input U > 1V

15: − (4−20mA) Input Off +
16: EDC: B23 (PWG-1) Output
17: EDC: B17 (LGS-E)
18−21: 51.11615−7269
22: EDC: B5 (TDS-A) Speed Input
23: Speed signal Output (−) Type EBE−EDC
24: Speed signal Output (+)

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

∅ 4.2
Red LED

18
 Component description

Dia − Diagnosis request button

Off − Off
Br − Brake contact
Sp − Memory
+ − Button for increasing idle speed
− − Button for reducing idle speed

Block circuit diagram

−
DC Power supply
TDS-OUT V3
DC +

−
DC Power supply
Isolation amplifier
DC +

−
Power supply
DC Threshold value comparator
DC +

+ Power supply 24 V
24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1

5k6 − Power supply 24 V

2k2 EDC: B6 (DIA-1)
DIA
EDC: B24 (ISO-L)
680 OFF
200
EDC: B8 (FGR1)
SP 1K
680 BR.
EDC: B26 (BRE-E)

Set −
62 Set+
EDC: B9 (CAN10) Ground
511
3k08

330 5 Watt EDC: B21 (LLA-E)

+ (4−20mA) Input
Isolation amplifier − (4−20mA) Input
4−20mA 470 EDC: B23 (PWG1) Output
EDC: B17 (LGS-E) 1)
0.64−3.2V

Reference

0.64 V EDC: B5 (TDS-A) Speed Input

Output for speed (−) signal
Threshold value 1V Engine speed signal (+) output
(Idle−speed switch)

1K
Reference

1) Relay picked up if EDC PIN B23

above 1V, LED comes on

V3 +
t1=3s
t
t2=5s
Power on relay

19
 Component description

Circuit diagram: rpm signal processing (schematic):

1 (Power supply + 24 VDC) 4kΩ 24 (rpm signal +)

Input Output RL

22 (EDC: Pin B23 TDS-A / 2K 300R 23 (rpm signal −)

rpm) 15V

Technical data − rpm signal output:

16
Output voltage as f(RL)
14

12
Rout = 300 Ohms
Output voltage in volts

10 Umax = 15 V (at idle)

8 Imax = 48 mA (for short circuit)
fmax = 1500 Hz
6

4 The output is resistant to sustained short circuits and

2
is protected against polarity reversal

0
0 0.2 0.4 0.6 0.8 1 2 4 8 16
Load RL/kOhm

Signal curve:

EDC rpm signal: U

Pulse duty factor: 30:1

H=U-Batt 24V
TDS-A (input)
measured at EBE-EDC: Pin 1+ / Pin 22−
L=1.3 Volt
0V t

Speed signal (output) 14V

(RL = 8 kOhm)
measured at EBE-EDC: Pin 1+ / Pin 22− 1.3V
0V
tmax = 600 µSec

20
 Component description

Raw signal from EDC

measured at EBE-EDC: Pin 22+ / Pin 2−; n = 600 rpm

Input A
16 Cursor values
X1 : 1.2 ms
X2 : 23.8 ms
DX: 22.6 ms
14 Y1 : 0.00 0.16 V
Y2 : 0.00 0.08 V
DY: 0.00 −0.08 V
12

10

−10 ms 5 ms/Div

21
 Component description

Engine control EDC MS 6.4

General
The engine control unit evaluates the signals of the sensors and uses them to calculate the activation sig-
nals for the actuators.
It transfers the following recorded or calculated variables to the pump control unit:
− the current crankshaft speed
− the injection volume
− the start of delivery
− the corresponding camshaft position for the desired injection rate
Within the framework of a safety concept, the engine control unit also monitors the entire fuel injection sys-
tem.
So that the engine operates in every operating state with optimised combustion, the suitable injection vol-
ume for each situation is calculated in the engine control unit. Here, the following variables are taken into
account:
− Start volume
− Operation
− Idle control
− Limitation volume control

Start volume
On starting, the injection volume is calculated depending on the temperature and engine speed.
At low temperatures, the engine requires a very much greater injection volume than when it is warm.
The driver has no influence on the start volume.

Operation
In normal operation, the injection volume is calculated depending on the driving pedal position and engine
speed.

Idle control
When the engine is idling, it is mainly the efficiency and idle speed that determine the fuel consumption.
This is why an idle speed that is as low as possible is set. However, the idle must be set in such a way that
the idle speed does not fall too low under all conditions, such as load on the on-board electrical system or
air conditioner switched on, and the engine does not run irregularly or come to a standstill.
To adjust the setpoint idle speed, the idle controller varies the injection volume until the measured actual
engine speed is equal to the given setpoint speed.

22
 Component description

Limitation volume control

It is not always the case that the fuel volume desired by the driver or the fuel volume that is possible using
the driving pedal may be injected.
This can have the following reasons:
− Excessive soot discharge due to excessive fuel volume (LDA function)
− Thermal overload due to excessive coolant temperature
− EDC fault
The limitation is formed on the basis of various input variables, e.g. coolant temperature, engine speed.

23
 Component description

Pin assignment for engine control unit EDC 6.4 stage 2

12 .................... 1 24 ....................35
23 .................... 13 13 .................... 23
35 .................... 24 1 .................... 12

Plug A
Connector A, engine functions
Pin Short designation Function
A1 DZG1 Speed sensor signal, input
A2 Not used
A3 Not used
A4 LTF0 Temperature sensor, air, sensor ground
A5 WTF0 Temperature sensor, coolant, sensor ground
A6 Not used
A7 Not used
A8 Not used
A9 Not used
A10 LTF1 Temperature sensor signal air, input
A11 Not used
A12 LDF1 Boost pressure sensor signal, input
A13 DZG0 Speed sensor, sensor ground
A14 Not used
A15 NBF0 Needle movement sensor, sensor ground
A16 Not used
A17 LDF0 Boost pressure sensor, sensor ground
A18 Not used
A19 Not used
A20 MAB-A Shutdown signal, delivery volume solenoid valve, output
A21 Not used
A22 WTF1 Temperature sensor signal, coolant, input
A23 LDF2 Boost pressure sensor, power supply (5 V), output
A24 CAN2-L CAN 2 low signal, pump control unit
A25 Not used
A26 Not used
A27 CAN2-H CAN 2 high signal, pump control unit
A28 Not used
A29 NBF1 Needle movement sensor signal, input
A30 Not used
A31 Not used
A32 Not used
A33 LGS-A Idle-speed switch, Output
A34 Not used
A35 TDS-A / DZG-A Speed signal, engine, to pump control unit, output

24
 Component description

Pin assignment, engine control unit EDC 6.4 stage 2

12 .................... 1 24 ....................35
23 .................... 13 13 .................... 23
35 .................... 24 1 .................... 12

Plug B
Connector B, vehicle functions
Pin Short designation Function
B1 BAT− Battery, ground point, driver’s cab
B2 BAT− Battery, ground point, driver’s cab
B3 BAT+ Battery +, power supply via main relay terminal 30
B4 BAT+ Battery +, power supply via main relay terminal 30
B5 TDS-A Speed signal, engine (crankshaft), output
B6 DIA-1 Diagnosis / fault display EDC
B7 Not used
B8 FGR1 Control box functions, input
B9 CAN10 Ground PWG idle switch and control box
B10 Not used
B11 CAN1-L CAN 1 Low-Signal
B12 CAN1-H CAN 1 High-Signal
B13 ISO-K ISO-K line
B14 Not used
B15 K15-E Power supply via terminal 15, input
B16 PWG2 Pedal value sensor, power supply (5 V), output
B17 LGS-E Pedal value sensor idle switch, input
B18 MAR-1 Activation relay redundant shutdown (MAR), output
B19 Not used
B20 Not used
B21 LLA-E Request idle speed, input
B22 Not used
B23 PWG1 Pedal value sensor signal, input
B24 ISO-L ISO-L line
B25 Not used
B26 BRE-E EBE-control box, Input
B27 HRL-0 Activation main relay (negative potential), output
B28 Not used
B29 Not used
B30 PBM-E DKR signal, input
B31 Not used
B32 Not used
B33 Not used
B34 Not used
B35 PWG0 Sensor ground, pedal value sensor and resistance group

25
 Functional description

Radial piston distributor injection pump VP 44 MS 6.4

Design

1 2 3

9 8 7 6 5 4

Essentially, the VP 44 injection pump consists of the following components:

À Wing cell feed pump
Á Angle of rotation sensor
 Pump control unit
à High-pressure solenoid valve
Ä Exhaust valve
Å Injection timing mechanism solenoid valve
Æ Distributor body
Ç Injection timing mechanism
È Radial piston high-pressure pump
What follows is a brief description of the components or assemblies mentioned above.

26
 Functional description

Brief description of the assemblies

(detailed description on the following pages)

Wing cell feed pump with pressure control and excess current throttle valve
The pump housing of the radial piston distributor injection pump contains a powerful drive shaft mounted in
a slide bearing on the flange side and in a roller or ball bearing on the opposite side.
The wing cell feed pump is seated inside on the drive shaft. Its task is to draw in the fuel, to create storage
volume pressure and to supply the radial piston high-pressure pump with fuel.

Radial piston high-pressure pump with distributor shaft and outlet valve
The radial piston high-pressure pump is driven directly by the drive shaft. It creates the high pressure re-
quired for fuel injection and distributes the fuel to the individual injection nozzles.
The distributor shaft is driven by a driving plate on the drive shaft.

High-pressure solenoid valve

The high-pressure solenoid valve is arranged centrally in the distributor body, whereby the valve needle
protrudes into the distributor shaft and rotates synchronously with it. It opens and closes with a variable
cycle ratio as specified by the pump control unit. The close duration sets the delivery duration of the radial
piston high-pressure pump. This permits exact metering of the fuel volume.

Injection timing mechanism

The hydraulic injection timing mechanism with the cycle valve and the working piston located transversely
to the pump axis are arranged on the underside of the pump. Depending on the load state and engine
speed, the injection timing mechanism turns the cam ring to adjust the start of delivery.

Angle of rotation sensor

The angle sensor wheel and the bracket for the angle of rotation sensor are fitted on the drive axle.
They measure the angle the drive shaft and cam ring assume in relation to one another in the course of
rotation. The current engine speed, the position of the injection timing mechanism and the relative position
of the camshaft can be calculated from this.

Pump control unit

The pump control unit with cooling fins is located on the top side of the pump. It uses the information of the
angle of rotation sensor and of the engine control unit to calculate the activation signals for the high-pres-
sure solenoid valve and the injection timing mechanism solenoid valve.

27
 Functional description

Low-pressure section of the injection pump

The low-pressure section of the injection pump provides the fuel for the high-pressure section.
The major components are the wing cell feed pump, the pressure control valve and the excess current
throttle valve.

2 3

To make the illustration more clear, the wing cell feed pump has been turned by 90_.
À Wing cell feed pump
Á Pressure control valve
 Excess current throttle valve
A function description of these components follows on the next pages.

28
 Functional description

Wing cell feed pump

1
7

6
2

3
4

À Discharge (pressure side) Ä Locating ring (eccentric)

Á Cell Å Impeller wheel
 Wing Æ Drive shaft
à Feed (intake side)

Function
In the radial piston distributor injection pump, the wing cell feed pump us arranged around the drive shaft.
The eccentric locating ring with profiled inner running face is mounted between the inner wall of the housing
and a support ring that serves as termination.
Two recesses have been cut in the inner wall of the housing to enable the feed into the pump and dis-
charge from the pump.
The impeller wheel move inside the locating ring, driven by teeth on the drive shaft.
The spring-loaded wings are guided in the guide grooves of the impeller wheel; the effective centrifugal
force presses them outwards against the locating ring.
The space, referred to as a “cell”, is formed by the following elements:
− Inner wall of the housing
− Support ring
− Profiled inner running face of the locating ring
− Outer face of the impeller wheel and
− Two neighbouring wings
The fuel that enters the cell via the feed bore hole in the housing and internal connections to the intake side
is transported towards the pressure side by rotation of the impeller wheel. The cell volume is reduced due
to the profiled inner running face of the eccentric locating ring on rotation and this compresses the fuel.
The volume reduction makes the fuel pressure rise radically up to discharge in the pressure side.
From the pressure side the various assemblies are supplied with fuel under pressure via internal connec-
tions in the housing. The pressure control valve is also reached via these connections.

29
 Functional description

Pressure control valve

6
4

À Valve body à To the intake side

Á Pressure spring Ä From the pressure side
 Valve piston ŠBore hole

Function
The fuel pressure created by the wing cell feed pump in the pressure side depends on the pump speed.
So that this pressure does not become too great, a pressure control valve is fitted in the immediate proxim-
ity of the wing cell feed pump and connected across a bore hole with the pressure side.
It changes the delivery pressure of the wing cell feed pump depending on the delivered fuel volume.
If the fuel pressure rises above a certain value, the front edge of the valve piston opens radially arranged
bore holes, via which the fuel can flow back through a duct to the intake side of the wing cell feed pump.
If the fuel pressure is too low, the radially arranged bore holes remain closed due to the spring force.
The adjustable pre-tension of the pressure spring determines the opening pressure.

30
 Functional description

Excess current throttle valve

1
2

5
3

À Valve body à Throttle bore hole

Á Pressure spring Ä Ball valve
 To the overflow

Function
To cool and vent the radial piston distributor injection pump, fuel flows via the excess current throttle valve
bolted onto the pump housing back to the fuel tank.
The excess current throttle valve is connected to the overflow of the distributor body. Inside the valve body
is a sprung ball valve that only lets fuel flow out of the pump once a preset opening pressure has been re-
ached. There is a bore hole in the valve body in the secondary flow to the ball valve and this is connected
to the pump overflow via a throttle bore hole of very small diameter. This throttled connection facilitates au-
tomatic venting of the pump. The entire low-pressure circuit of the pump is configured in such a way that a
defined fuel volume flows back to the fuel tank via the pump overflow.

31
 Functional description

High-pressure section of the injection pump

Alongside the high pressure generation, the fuel distribution and fuel metering with start of delivery control
also take place in the high-pressure section.

To make the illustration more clear, the wing cell radial piston has been turned by 90_.

À Pump control unit à Pressure pipe connection

Á Distributor body Ä Radial piston high-pressure pump
 High-pressure solenoid valve
A function description of these components follows on the next pages.

32
 Functional description

Radial piston high-pressure pump

2
7
3
6

5 4

Illustrated example, 4-cylinder

À Roller Ä Cam ring

Á Delivery plunger Å Guide slot
 Distributor shaft Æ Roller shoe
à High-pressure chamber

Function
The radial piston high-pressure pump creates the pressure required for injection (approx. 1000 bar at the
pump). It is driven by the drive shaft.
The rotational movement of the drive shaft is transferred via a driving plate directly onto the distributor
shaft, as the driving plate engages in the radially arranged guide slots at the end of the drive shaft.
The guide slots serve simultaneously to accommodate the roller shoes which, together with the rollers
mounted inside them, run the inner cam path of the cam ring fitted around the drive shaft. The inner cam
path has cam rises; their number is geared to the number of cylinders of the engine. The delivery plungers
are guided radially in the head of the distributor shaft. The delivery plungers rest on the roller shoes and
therefore move according to the course of the stroke of the cam path. They are compressed by the cam
rise, compressing the fuel in the central high-pressure chamber.

33
 Functional description

Fuel distribution with distributor body

À Fuel feed à High-pressure chamber

Á Ring duct / return Ä Valve needle
 Delivery plunger ŠLow-pressure feed

Filling phase
In the filling phase during the cam return, the delivery plungers are pressed outwards when the valve
needle is opened. Fuel flows from the feed pump into the distributor body via the low-pressure feed, the
ring duct and the valve needle and fills the high-pressure chamber. Excess fuel flows off via the fuel return.

4
5

À Valve needle Ä Distributor groove

Á Distributor shaft Å High-pressure outlet
 Delivery plunger Æ Return flow throttle valve
à High-pressure chamber

Filling phase
In the delivery phase, the cam press the delivery plungers inwards when the valve needle is closed.
This compresses the fuel, which is now located in the blocked high-pressure chamber. Via the distributor
groove, which is connected by the rotational movement of the distributor shaft to the high-pressure outlet,
the pressurised fuel reaches the injection nozzle via the pressure pipe connection with return flow throttle
valve, pressure line and nozzle holder.

34
 Functional description

Fuel metering with high-pressure solenoid valve

1 2

À Valve needle Á High-pressure solenoid valve

Function
The high-pressure solenoid valve with valve needle closes on receipt of a control impulse of the pump con-
trol unit in the bottom dead centre of the cam. The closing point of the valve determines the start of delivery
of the injection pump. Electronically recognition of the closing point provides the pump control unit with
exact information on the start of delivery. Fuel metering takes place between the start of delivery and the
end of activation of the high-pressure solenoid valve. The close duration of the high-pressure solenoid
valve determines the injection volume. When the high-pressure solenoid valve opens, high-pressure deliv-
ery ends.
The excess fuel, which is still delivered up to the top dead centre of the cam, reaches the diaphragm
chamber by means of gradual shutoff. The high pressure peaks this creates on the low-pressure side are
dampened by the accumulator diaphragm. The fuel volume accumulated in the diaphragm chamber sup-
ports the filling operation for the next injection.
To shut down the engine, the high-pressure delivery is interrupted by the high-pressure solenoid valve.

35
 Functional description

Return flow throttle valve

1 2 3 4 5

À Valve seat à Valve spring

Á Throttle Ä Pressure pipe connection
 Valve cone

Function
The return flow throttle valve prevents the pressure waves generated at the end of the injection process or
their reflections from leading to reopening of the nozzle needles.
With the start of delivery, the valve cone rises due to the fuel pressure. The fuel is now delivered via the
pressure pipe connection and pressure line to the injection nozzle. With the end of delivery, the fuel pres-
sure drops suddenly and the valve spring presses the valve cone onto the valve seat. The returning pres-
sure waves that arise on closing the nozzle are now reduced by a throttle to such an extent that damaging
pressure wave reflections no longer arise.

36
 Functional description

Injection timing mechanism

12

11
1

10
2

9
8 3
7
4
6

À Adjustment to “advanced” Æ Wing cell supply pump

Á Control plunger Ç Pump discharge
 Ring chamber of the hydraulic stop È Control slide valve
à Injection timing mechanism solenoid valve É Injection timing mechanism plunger
Ä Feed from fuel tank 11 Adjustment to “retarded”
Å Pump feed 12 Cam ring

Function
The hydraulic injection timing mechanism is built into the housing of the radial piston distributor injection
pump on the underside transverse to the longitudinal axis of the pump. The cam ring engages with a ball
pivot in the transverse bore hole of the injection timing mechanism plunger, transforming the axial move-
ment of the injection timing mechanism plunger into a rotational movement of the cam ring. In the of the
injection timing mechanism plunger is a control slide valve that opens and closed the control bore hole in
the injection timing mechanism plunger. In the same axis direction, there is a sprung hydraulic control
plunger that provides the setpoint position for the control slide valve.
Transverse to the axis of the injection timing mechanism plunger is the injection timing mechanism solenoid
valve. This influences the pressure at the control plunger if activated accordingly by the pump control unit.

Injection adjustment to “advanced”

In the rest position, the injection timing mechanism plunger is held by a return spring (retarded position).
During operation, the fuel pressure is regulated with the pressure control valve in the pump inner chamber
depending on the engine speed. This fuel pressure works as a control pressure via a throttle on the ring
chamber of the hydraulic stop and when the injection timing mechanism magnet is closed it moves the con-
trol plunger against the force of the spring towards “advanced”. This also moves the control slide valve to-
wards “advanced”, which means that the feed duct in the injection timing mechanism plunger is opened.
Now fuel can flow into the chamber behind the injection timing mechanism plunger and press the injection
timing mechanism plunger towards “advanced”. The axial movement of the injection timing mechanism
plunger is transferred via the ball pivot as a rotational movement to the cam ring of the radial piston high-
pressure pump. With the advanced setting, the rotation of the cam ring relative to the pump drive shaft
leads to an earlier contact of the rollers on the cam rise and thus to an earlier start of injection. The poss-
ible advanced setting can be up to 15_ cam angle.

37
 Functional description

Injection adjustment to “retarded”

The injection timing mechanism solenoid valve opens when it receives clocked signals from the pump con-
trol unit. This lowers the control pressure in the ring chamber of the hydraulic stop. The control plunger is
moved by the spring force towards “retarded”.
The injection timing mechanism plunger remains in position initially. It is only when the control slide valve
opens the control bore hole to the discharge duct that the fuel from the volume behind the injection timing
mechanism plunger can return towards “retarded” into its initial position.

Regulating the control pressure

Rapid opening and closing (clocking) of the magnet valve needle means the injection timing mechanism
solenoid valve works as a variable throttle. It can continuously influence the control pressure in such a way
that the control plunger can assume any position between advanced and retarded. Here, the cycle ratio, i.e.
the ratio of the opened time to the total duration of a working cycle of the magnet valve needle, can be
given by the pump control unit. If, for example, the control plunger is to be adjusted more towards “ad-
vanced”, the pulse duty factor is changed by the pump control unit in such a way that the time proportion of
the opened state is reduced. Less fuel flows off via the injection timing mechanism solenoid valve and the
control plunger moves towards “advanced”.

38
 Functional description

Angle of rotation sensor

À Conducting foil à Sensor wheel

Á Angle of rotation sensor Ä Drive shaft
 Rotating bearing ring

Function
A fine-toothed sensor wheel is firmly attached to the drive shaft of the injection pump. It has particularly
large tooth gaps distributed evenly on its circumference, the number of which corresponds to the number of
cylinders of the engine. The tooth and tooth gap series is scanned by an angle of rotation sensor.
The angle of rotation sensor must create its signal relative to the relative position of the cam ring.
This is why it is not fixed, as in the case of the sensor wheel, but is mounted so that it can be rotated on the
drive shaft of the injection pump. It is turned on injection timing mechanism movements with the cam ring
(the entire arrangement is also referred to as an incremental angle-time measuring system IWZ).
The signal of the angle of rotation sensor is transferred across a flexible conducting foil within the injection
pump to the pump control unit.
The angle of rotation sensor signal is used for the following tasks:
− Determining the current relative position
− Measuring the current engine speed of the injection pump and
− Determining the current adjustment position of the injection timing mechanism (actual position).
The current relative position specifies the activation signal for the high-pressure solenoid valve. It is only
activation at the correct angle that ensures that both the closing and opening point of the high-pressure
solenoid valve are at the corresponding cam pitch.
The current engine speed of the injection pump is the input variable for the pump control unit. Should the
crankshaft speed sensor be defective, it also provides a substitute speed for the engine control unit.
The actual position of the injection timing mechanism is determined by a comparison of the signals of the
crankshaft speed sensor and the relative position of the angle of rotation sensor. This is required for control
of the injection timing mechanism.

39
 Functional description

Pump control unit

1 2

À Pump control unit Á Control unit connector

Function
The main task of the pump control unit is to be an intelligent fuel delivery regulator. It activates the injection
timing mechanism to set the desired start of delivery. In order to control the injection timing mechanism
position, the pump control unit requires the impulses of the speed and / or angle of rotation sensor as refer-
ence marks. The injection volume set by the engine control unit is converted into an activation time for the
high-pressure solenoid valve. The injection volume per degrees of cam angle is also taken into account for
activation of the high-pressure solenoid valve. The pump control unit is integrated by communication with
the engine control unit in the safety concept of the EDC.
The pump control unit is mounted directly on the pump. It is equipped with a nine-pin connector that con-
nects the pump control unit with the engine control unit via the connected loom of cables, across which the
communication (CAN data bus) of the two devices also runs. The pump control unit is cooled with fuel that
runs through a duct beneath the control unit housing.
The only direct sensor inputs from the injection pump are the measurement signals of the angle of rotation
sensor and fuel temperature sensor. The signal of the crankshaft speed sensor, pre-evaluated by the en-
gine control unit is also available for further processing.

40
 Functional description

Pin assignment of pump control unit

2 4 5 6
3
1 9 8 7

Pin Wire no. − Colour Assignment

1 black CAN Low
2 red CAN High
3 Not used
4 orange Idle-speed switch, Input
5 yellow / black Solenoid valve cutout
6 black Ground
7 white UBat
8 brown Engine speed input signal
9 Not used

41
 Functional description

Fuel System Diagram VP44

1 2 3 4 5 6 7 8 9

P1 P2

19 18 17 16 15 14 13 12 11 10

À Inlet VP44 11 Inlet injection pump

Á Overflow 12 Pressure regulator
 Drip oil from injection nozzle 13 Injection pump VP44
à Outlet to the magnet valve 14 Mechanical fuel pump
Ä Inlet 15 Hand pump
Å Outlet VP44 16 Fuel strainer
Æ Drip oil line 17 Fuel strainer with water separator
Ç Injection nozzle 18 Water sensor
È Fuel filter 19 Tank
É Branch to the injection nozzle

P1 Measuring point pressure fuel filter P2 Outlet pressure injection pump

p > −0,2 bar in idle speed p < bar by over speed
p < ~1,3 bar by over speed

42
 Notes on operation

Varying the idle speed − EDC control box

The idle speed is set in the works to 600 rpm. If necessary, the idle speed can be set anywhere between
600 rpm and 750 rpm with the engine at operating temperature (from approximately 30_C).

Engine running:
D Press and hold request button (Br=“brake”) during the entire following procedure
D Press and hold memory button (Sp) for at least 5 seconds
D Idle speed will drop to 600 rpm
D Press SET+ button
D The idle speed increases by approximately 10 rpm every time the SET+ button is pressed
D Pressing SET+ six times will set a speed of 660 rpm
D Press and hold memory button (Sp) for 5 seconds once more
D Release Br button
The set idle speed is now retained even after turning off the ignition.
Proceed as follows to reset the idle speed of 600 rpm as set in the works:
Press the request button (Br=“brake”), then press and hold the memory button for approximately 5 sec-
onds.
The idle speed now drops back to 600 rpm.
Then press and hold the memory button for a further 5 seconds while still pressing the request button
(Br=“brake”). Release Br button.
The idle speed of 600 rpm as set in the works is now reset.

43
 Self-diagnosis

General
The EDC system continuously checks itself. It does this by running a signal-range check. During this
check, all signals are scanned for presence and plausibility within a certain time frame (determined by the
software).
The control unit itself is also constantly checked the whole time the program is running. The first check is
always carried out when the “ignition” is turned on.
The diagnostic check lamp on the EDC operating element will come on for about 2 seconds.
Any faults occurring during operation are stored for the purpose of subsequent diagnosis.
A maximum of 10 faults can be stored simultaneously in the fault memory. The faults are stored in the
same order in which they occurred. If more than 10 faults occur, the fault with the lowest priority is cleared.

Fault storage includes

D allocation of fault priority,
D identification of the type of fault,
D recording of fault frequency,
D recording of the general conditions (environmental conditions) at the time of the fault classification.
Sporadic faults are recorded by a frequency counter the first time they occur. At every starting procedure in
which the fault is no longer present the associated frequency count is set back by one.
To report the fault, the diagnostic lamp either comes on permanently or remains off, depending on the sig-
nificance of the fault. If several faults are stored, the steady light has priority over OFF.
Only faults currently present are indicated. Faults which are stored but are not currently present are not
indicated.

There are two fault memories:

D Fault memory for diagnosis via ISO interface. This memory can be read and deleted with MAN-Cats
D Fault memory for diagnosis via flash code. The flash code memory can be read out and cleared with the
aid of the diagnosis button.
Faults are always entered in both fault memories simultaneously and can be read out even after the ignition
has been switched off and back on again.

Indicator lamp check:

The EDC indicator lamp lights for approx. 2 seconds after turning on the ignition as a lamp test.

44
 Self-diagnosis

The following measures are implemented automatically depending on the signifi-

cance of the fault:
D Switching over to a suitable replacement function for continued, but restricted operation, the engine
speed is reduced to approximately 1700−2100 rpm
D Reduction of engine speed to idle speed
D Immediate shutdown of the engine if required for safety reasons. Depending on the type of fault, engine
shutdown takes place by reducing the fuel delivery volume to zero or by way of emergency shutdown
with safety relay (MAR)

Flash code

To read out the fault memory

D If engine is stationary or running and “ignition system” is switched on, press diagnosis request button
(Dia button on the EDC operating element) for at least 2 seconds. The diagnosis lamp will not come on
D The flash procedure starts after a pause of approximately 3 seconds. The flash code is divided into long
and short pulses
D The diagnostic system always outputs only one fault at a time. In order to check whether several faults
are stored, the fault scanning procedure must be repeated until the fault that was shown first reappears

Example of a flash code output

On

Lamp

Off

0.5 sec

Fault 2x long, 5x short

OFF phase before output: 3 seconds.

ON duration of a long pulse: 2 seconds.
OFF phase between two long pulses: 1 second.
OFF phase between a long and short pulse: 5 seconds.
ON duration of a short pulse: 0.5 seconds.
OFF phase between two short pulses: 0.5 seconds.

To clear fault memory

1. Press and hold the request button
2. Switch on ignition
3. Hold the request button down for at least another 3 seconds, but not longer than 10 seconds
This will only clear the fault memory for flash code diagnosis.
The second fault memory can only be read and cleared with MAN-Cats.

45
 Self-diagnosis

Fault code output MAN MS 6.4 stage 2

Overview of flashcodes

Number Fault path EDC-failure LED Reduction see

of flashes on EDC control speed Page
box

Long Short Steady light

fault
0 0 No fault entry yes
0 1 Pedal travel sensor yes Idle speed 55
0 2 Delivery volume solenoid valve (plausibility of ac- yes Stop 58
tivation time)
0 3 Air temperature sensor yes 2400 rpm 59
0 4 Speed sensor (flywheel) yes 1700 rpm 60
0 5 Boost pressure sensor (recording boost pressure) yes Intake 61
delivery
volume
0 7 Coolant temperature sensor yes 62
0 9 Self-test PSG (pump map not present) yes Stop 63
1 2 Test: Shutdown via delivery volume 0 yes 2400 rpm 64
1 3 Battery voltage no 65
1 7 Overrevving yes Stop 66
1 8 Start of injection control deviation yes 1700 rpm 67
1 10 Needle movement sensor yes 2000 rpm 68
1 11 Plausibility of shutdown signal (MAB) yes 2400 rpm 70
1 13 Control box no 71
1 15 CAN 1 − interface (FM, MMDS) − module yes 2400 rpm 72
2 2 NL test: Shutdown via supply PCU yes 2400 rpm 73
2 5 Main relay no 74
2 6 NL test: Shutdown via monitoring module yes 2400 rpm 77
2 8 Atmospheric pressure sensor yes 78
2 9 PSG solenoid valve yes 2000 rpm 79
2 13 Timeout: CAN signal FM / MMDS to EDC yes 2400 rpm 80
3 8 Run-on control yes 2400 rpm 81
4 1 Self-test PSG (solenoid valve voltage measure- yes 82
ment)
4 2 Fuel temperature (Injection pump) no 83
4 3 CAN 2 − interface (PSG-CAN) − bus off yes 2000 rpm 84
4 4 CAN 2 − interface (PSG-CAN) − module yes 2000 rpm 85
4 5 NL test: Shutdown via shutdown pin (MAB) yes 2400 rpm 86
4 6 CAN 1 − interface (FM, MMDS) − bus off yes 2400 rpm 87
4 7 Pump speed sensor (IWZ signal) yes Stop 88
4 8 Residual volume yes Stop 89
4 9 Self-test PSG (solenoid valve output stage) yes 90

46
 Self-diagnosis

Overview of flashcodes

Number Fault path EDC-failure LED Reduction see

of flashes on EDC control speed Page
box

Long Short Steady light

fault
4 10 Injection timing mechanism PSG yes 1700 rpm 91
4 11 Timeout: CAN signal PSG1 yes 2000 rpm 92
4 12 NL test: Shutdown via voltage monitoring yes 2400 rpm 93
4 13 Timeout: CAN signal MSG1 yes 2000 rpm 94
4 14 Supply voltage PSG yes Stop 95
4 15 CAN signal PSG (interface) yes 2000 rpm 96
5 1 Speed sensor signal recording PSG yes 2000 rpm 97
5 2 Self-test PSG (EEPROM checksum) yes 1700 rpm 98
5 3 Self-test PSG (EEPROM status) yes 1700 rpm 99
5 4 Self-test PSG (ADC status) yes 2000 rpm 100
5 5 Self-test PSG (RAM) yes Stop 101
5 6 Polarity reversal speed sensor (flywheel) yes 1700 rpm 102
5 7 µC monitoring module yes Stop 103
5 8 PSG initialisation yes 2000 rpm 104
6 11 Fault transmitting a CAN message yes 105
6 12 Test of shutdown paths yes 106

47
 Check-list

Check-list for EDC MS 6.4 stage 2 for D 08 MAN marine engines

with control unit model EBE-EDC 51.11615−7269 (terminal box 3.x with MMDS)

1. Checks while engine is stationary

(Ignition off, control unit not connected)
− Engine temperature [20_C
− Control unit not (!!!) connected, cable harness adapter (test box for engine control unit) connected
− Measure resistance between the following PINs with multimeter

Measure resistance PIN+ PIN− Set-point value Measured value

CAN-PSG A24 A27 [120 Ohm
RPM sensor (DZG) A1 A13 770−1000 Ohms
Needle movement sensor A29 A15 65−160 Ohms
Relay redundant shutdown B18 MAR A2 180−250 Ohms
(MAR)
CAN 1 (MMDS connected) B11 B12 [60 Ohm
Ground B1 B9 >10 MOhms
B2 B35
The following checks may be carried out in addition to the voltage measurements (see below).
Coolant temperature sensor A22 A5 1.3−3.6 kOhms 1)
Charge-air temperature sensor A10 A4 1.3−3.6 kOhms
Operating element for idle speed B8 B9
adjustment
Not actuated 550−700 Ohms
“Sp” button actuated 125−160 Ohms
“Off” button actuated 930−1940 Ohms
1) Resistance approximately 230−460 Ohms with engine at operating temperature (approximately 80_C)

Measurement at injection pump VP44

− Connect engine control unit
− Connect cable harness adapter for VP44 between pump and cable harness
− Switch on “ignition”
− Measure voltage between the PINs

Voltage measurement: PIN+ PIN− Set-point value Measured value

Power supply for pump control Batt. + Batt. − U-Batt.
unit (from cable harness adapter
for VP44)

48
 Check-list

2 Checks with the engine running and the vessel stationary (gearbox in neutral)
− Engine temperature > 30_C
− Cable harness adapter (test box) connected to control unit
− Measure the engine speed at the following operating points
− Check with MAN-Cats Monitoring 2

Speed measurement Set-point value Measured value Remark MAN-Cats

RPM sensor (DZG) n=lower idle n=.............rpm PWG min (lower idle) Engine speed
n=upper idle n=.............rpm PWG max (upper idle) (Monitoring 2)
Rpm sensor in * pump n=lower idle n=.............rpm PWG min (lower idle) Engine speed
(IWZ) n=upper idle n=.............rpm PWG max (upper idle) (Monitoring 2)
* Short PIN A1 and A13 (simulation DZG defective ⇒ Diagnosis lamp lights up continuously). EDC runs
with IWZ signal (incremental angle-time measuring system).

− Measure voltage between PIN+ and PIN− with multimeter

Voltage measurement PIN PIN Set-point Measured Remark Engine MAN-Cats

+ − value [V] value [V] speed (Monitoring)
Control unit supply B15 B1 U-Batt Idle speed
MS 6.4 stage 2 (U-Batt) B3 B2 U-Batt
B15 B27 U-Batt
Reference voltage A23 A17 4.75−5.25 Idle speed
(Uref) B16 B9 4.75−5.25
Throttle lever (PWG -input) B23 B35 0.50−0.70 PWG min. Idle speed 0%
with pedal travel sensor 3.05−4.00 PWG max. upper idle 100%
Throttle lever (PWG -input) B23 B35 [0.64V/4mA PWG min. Idle speed 0%
with 4−20 mA triggering [3.2V/20mA PWG max. upper idle 100%
Idle speed switch B17 B9 2.5−3.5 PWG min. Idle speed Open
(LGS, NO contact) 0−2.0 PWG max. upper idle Closed
Coolant temperature sen- A22 A5 3.46−1.22 30−90_C Idle speed 30−90_C
sor (WTF)
Charge-air temperature A10 A4 4.17−2.62 10−50_C Idle speed 10−50_C
sensor (LTF)
Boost pressure sensor A12 A17 0.94−1.20 PWG min. Idle speed (−100)−50 mbar
(LDF) 1.10−1.70 PWG max. upper idle 0−400 mbar
Relative pressure
Brake contact switch B26 B2 0.0−1.0 Not actuat. Idle speed Open
(NO contact) * U-Batt Actuated Closed
Operating element for idle 44 13 3.35−3.74 Not actuat. Idle speed Neutral
speed adjustment 1.60−2.00 Sp actuat. Memory
0.83−1.21 SET+ act. SET+
2.53−2.97 SET− act. SET−
4.18−4.53 OFF act. OFF
* “Br” button on the EDC control box for engine idle speed adjustment (51.11615−7269)

49
 Check-list

− Check main relay, MAR and MAB activation

Voltage measure- PIN+ PIN− Set-point value Measured value [V] Remark
ment: [V]
Ignition term. 15 B15 B2 U-Batt Ignition on
0V Ignition off
Main relay * B27 B2 0V Ignition on
U-Batt Ignition off
MAR B18 B2 0V Ignition off
U-Batt Ignition on
MAB B3 A20 U-Batt Ignition on
* Pin B27 must switch to U-Batt within 0.5 to 5 seconds after ignition has been switched off.

− Check solenoid valve shutdown (MAR):

S Throttle lever max, engine at upper idle
S Interrupt power supply to the relay (EDC Pin B18), engine shuts down (max. 10 seconds)
− Check flashcode diagnosis: connect PIN A1 and A13 (short DZG)
a) EDC indicator lamp must light up (continuous light); final speed is reduced to approx. 1650 rpm
b) Request flashcode, connect (PIN B24 and B2) for at least 2 seconds, but do not operate for longer
than 10 seconds)
c) Flashcode for DZG defective must be displayed (4x short) or use MAN-Cats to read out the fault
memory (DZG defect present at the moment)
d) Remove connection between PIN B24 and B2
e) Delete fault memory
SWith pressed diagnosis button ⇒ Switch on ignition ⇒ Let go of button after 2−10 seconds
⇒ Switch off ignition
S MAN-Cats
− Checking the emergency stop function (only for first-time commissioning)
a) Engine idling, n = 1500...2000 rpm
b) Press emergency stop switch on terminal box. Engine switches off (max. 10 seconds)
c) Actuate starter motor via ignition lock. ³ Starter motor must not turn!
d) Release the emergency stop switch. Start the engine. Because the emergency stop function has
been actuated there may be slight delays in starting
Steps a), b) and d) must be repeated for every switch in the emergency stop circuit.
− Check start interlock system, if fitted ( V fitted V not fitted)
If an electrically controlled gearbox is fitted and the gearbox control system is connected to plug
X8, the gearbox start interlock is automatically guaranteed.
S Engine off; Gearbox switch to “On” position
S Actuate starter motor via ignition lock. ³ Engine must not start!
− Deleting the fault memory
After the checks have been completed, the fault memory must be cleared with MAN-Cats. Once the
ignition system has been switched on again, there must be no fault stored; otherwise the fault must
be traced and eliminated using the troubleshooting chart.

50
 Troubleshooting chart

1. EDC self-diagnosis or flash code output

2. Starter turns over engine only slowly or not at all
3. Starter turns, engine does not start, engine does not start / difficult to start when cold
4. Engine stalls (dies) during operation, no longer starts (starter turns),
engine does not start / starts with difficulty when hot
5. Sudden, temporary engine shutdown, engine does not reach full revs
6. Engine only runs at idle speed, no throttle response
7. Engine only runs at elevated idle speed, no throttle response
8. Rated engine speed distinctly reduced (even under no load)
9. Reduced output in all ranges
10. Irregular engine operation, traction loss
11. Unstable idle speed, engine hunting, misfiring, knocking in engine
12. Engine judder
13. Unusual combustion noise
14. Excessive smoke emission: White smoke / blue smoke
15. Excessive smoke emission: Black smoke
16. Engine temperature too high (coolant loss)
17. Fuel consumption too high
18. Lubricating oil pressure too low
19. Lubricating oil pressure too high
20. Lubricating oil consumption too high
21. Engine too loud / mechanical noise
22. Idle speed cannot be adjusted with idle speed operating element
Possible causes
x x Batteries discharged, battery lead connections loose or corroded,
break in power circuit
x Crank gear blocked / Emergency stop switch on terminal box is actuated
x x Starter solenoid switch sticking (clicks) / defective, cable connection loose or
damaged
x x Starter / starter interlock relay faulty, D+ to the alternator is interrupted, negative
cable to the alternator interrupted, alternator faulty
x Emergency stop switch at bridge / flybridge is actuated
x x x x Engine oil viscosity unsuitable, not suitable for ambient temperature, lubricating
oil quality does not correspond to specifications
x x Oil level in sump too high
x Oil level in sump too low, oil in sump too thin (mixed with condensate or fuel)
x Engine oil temperature too high
x Oil filter clogged
x x Oil pressure gauge faulty
x Safety valve in oil circuit faulty (does not close, spring fatigued or broken)
x x Bearing wear
x Oil pump gears worn
x Crankshaft timing gears worn, tooth flank backlash too great
x x x Engine cold
x Lubricating oil entering combustion chamber (piston rings worn, piston rings
broken) − valve stem guide worn − overpressure in crankcase (crankcase vent
clogged)
x Relief valve in oil circuit faulty (does not open), oil lines / oil galleries clogged
x Leaks in lubricating oil circuit, particularly at turbocharger and oil cooler
x x Piston rings heavily worn, broken
x x Piston pin or crankshaft bearing loose
x Valve stems worn, bent
x x x Valve clearance not correct
x x Valves jam
x x x x Compression deficient, or more than 3−4 bar pressure difference between individ-
ual cylinders
x x x Valve seats leaking
o x x Increased power consumption due to faulty secondary consumers such as hy-
draulic pumps, fan, etc., power take-off engaged
x x x x x Air cleaner soiled or clogged, charge-air system leaking,
air inlet / exhaust lines clogged / leaking

x = likely to apply
o = might apply

51
 Troubleshooting chart

1. EDC self-diagnosis or flash code output

2. Starter turns over engine only slowly or not at all
3. Starter turns, engine does not start, engine does not start / difficult to start when cold
4. Engine stalls (dies) during operation, no longer starts (starter turns),
engine does not start / starts with difficulty when hot
5.Sudden, temporary engine shutdown, engine does not reach full revs
6.
Engine only runs at idle speed, no throttle response
7. Engine only runs at elevated idle speed, no throttle response
8. Rated engine speed distinctly reduced (even under no load)
9. Reduced output in all ranges
10. Irregular engine operation, traction loss
11. Unstable idle speed, engine hunting, misfiring, knocking in engine
12. Engine judder
13. Unusual combustion noise
14. Excessive smoke emission: White smoke / blue smoke
15. Excessive smoke emission: Black smoke
16. Engine temperature too high (coolant loss)
17. Fuel consumption too high
18. Lubricating oil pressure too low
19. Lubricating oil pressure too high
20. Lubricating oil consumption too high
21. Engine too loud / mechanical noise
22. Idle speed cannot be adjusted with idle speed operating element
Possible causes
x x x x x x x x x Fuel low pressure system: Fuel tank, prefilter, water trap faulty / clogged / mould /
fungal attack, fuel unsuitable / contaminated (paraffin deposits), admission pres-
sure VP 44
x x x x x x x x Fuel low pressure system: Fuel lines leaking, broken, clogged
x x x x x x x Fuel low pressure system: Air in the system
(turn on ignition when bleeding the system)
x x x x x x x x x Fuel low pressure system: delivery pump, overflow valve, main filter
x x x x x o x x Fuel high pressure system: nozzles faulty / clogged / leaking / coked
x x x x o Fuel high pressure system: pressure lines − constriction, cavitation, leaking
x x o x x x x o Fuel high pressure system: injection pump worn / incorrectly set
o x o o Fuel high pressure system: injection pump constant-pressure control valve / re-
turn flow constrictor faulty
x Injection pump faulty
o o o x o x x x Injection pump / engine synchronisation: start of delivery incorrect (basic installa-
tion), start of delivery set incorrectly
x x Pump speed sensor (injection pump) defective
x Supply voltage for pump control unit defective
x Pump control unit (injection pump) defective
x Residual amount fault
x x o Safety relay defective (MAR), activation defective
x EOL − programming or increased idle set
x CAN signal engine control unit − pump control unit defective
x Run-on not completed / run-on function defective
x x x x x o Pedal travel sensor (throttle lever signal) faulty: connection lines, short-circuit,
break
With 4−20 mA throttle lever signal:
− Connection cable for 4−20 mA throttle lever signal interrupted
− Throttle lever system faulty (no 4−20 mA signal present)
− Wire jumpers at pins 11/13, 12/14 in plug X9 are missing
− EDC control box 51.11615−7269 (24 V) / −7324 (12 V) faulty
x x x EDC rpm sensor faulty, implausible with auxiliary rpm sensor (IWZ)
x x x o x EDC rpm sensor, polarity reversed
x x Plug connectors oxidised, expanded and pushed back, damaged
x x x x o o o o EDC detects incorrect engine speed (interference signal on rpm sensor line)
x x x EDC boost pressure sensor: faulty, incorrect, implausible with atmospheric pres-
sure sensor, line fault
x x o x Needle movement sensor: Too many / too few pulses, internal resistance incor-
rect, line faulty
x x x o o Start of injection control deviation
x = likely to apply
o = might apply

52
 Troubleshooting chart

1. EDC self-diagnosis or flash code output

2. Starter turns over engine only slowly or not at all
3. Starter turns, engine does not start, engine does not start / difficult to start when cold
4. Engine stalls (dies) during operation, no longer starts (starter turns),
engine does not start / starts with difficulty when hot
5. Sudden, temporary engine shutdown, engine does not reach full revs
6. Engine only runs at idle speed, no throttle response
7. Engine only runs at elevated idle speed, no throttle response
8. Rated engine speed distinctly reduced (even under no load)
9. Reduced output in all ranges
10. Irregular engine operation, traction loss
11. Unstable idle speed, engine hunting, misfiring, knocking in engine
12. Engine judder
13. Unusual combustion noise
14. Excessive smoke emission: White smoke / blue smoke
15. Excessive smoke emission: Black smoke
16. Engine temperature too high (coolant loss)
17. Fuel consumption too high
18. Lubricating oil pressure too low
19. Lubricating oil pressure too high
20. Lubricating oil consumption too high
21. Engine too loud / mechanical noise
22. Idle speed cannot be adjusted with idle speed operating element
Possible causes
x x o x Exhaust turbocharger leaking or faulty
x Turbine and compressor rotor in turbocharger dirty (out-of-balance, irregular run-
ning)
x Intercooler leaking, faulty
x x Charge-air preheater faulty
x o x x x o x EDC coolant temperature sensor: faulty, line fault
x x x x EDC charge-air temperature sensor: faulty, line fault
o o o EDC fuel temperature sensor: faulty, line fault
o x x Radiator dirty or cooling system failure (temperatures too high)
x x x Coolant level too low, air in coolant circuit
x V-belt for coolant pump drive not tensioned correctly
x x Incorrect V-belt tension
x Coolant pump leaking, faulty / thermostat faulty, does not open
x Coolant lines leaking, clogged or twisted
x Coolant entering combustion chamber (cylinder head / gasket leaking)
x x x o Resistor bank EDC control unit pin B26
x x x o o Power supply to EDC control unit interrupted or battery voltage too low / Relay
K1 faulty
x x o o Terminal 15 line to EDC control unit pin B15 interrupted / loose contact / Relay K2
faulty
x x EDC control box for setting idle adjustment / resistor bank pin B26:
Voltage values incorrect / implausible, EDC control box switched off
x o o o o o EDC control unit faulty (internal fault)
x x x x o o o x Incorrect EDC control unit (check MAN part number)
x EOL programming terminated / voltage interrupt
x x x Run-on not completed
x EOL programming: configuration incorrect
x x Thermostat faulty
x Engine bearings worn
x x x CAN system (control unit) faulty connection between EDC and MMDS ³ En-
gine operating data not displayed
x x x CAN system (TSC1-FM message) faulty connection between EDC and MMDS
³ MMDS system fault

x = likely to apply
o = might apply

53
 Troubleshooting program

The following troubleshooting program lists all the faults which can be detected by EDC diagnosis.
The order corresponds to the numerical sequence of the flash code, irrespective of the significance of the
fault.
It is therefore not arranged based on whether the fault is indicated by EDC indicator lamp or whether the
fault is not indicated by EDC indicator lamp.
The entire fault code memory should always be read out and all stored fault codes noted down before start-
ing the engine test.
This is important because lines or components need to be disconnected during troubleshooting in
the system this can cause the corresponding fault codes to be set and stored.
For this reason, the fault code memory should always be deleted after intermediate checks.
The “test lines” test stage must always be performed as follows:
− Break or contact resistance
Setpoint value: approximately 0 Ω
− Short to negative
Setpoint value: ∞ Ω
− Short to positive
Setpoint: ∞ Ω
− Short to adjacent lines
Setpoint: ∞ Ω
− Loose contacts
After rectifying faults and checking, repeat test and clear fault code memory.
All checks which refer to the control unit plug connector are conducted with the aid of the socket box.
The pin designations on the control unit plug connector are identical to those of the test sockets on the
socket box.

Note:
The connection to the control unit must be disconnected at the socket box (test box) when resis-
tance measurements are being carried out.
The tests are designed for the existing socket boxes (test box).
If there is no socket box (test box) available, assign the corresponding terminals according to the
circuit diagram (see page 173 or 179).

54
 Test

Mechanical engine control with pedal travel sensor

(pedal travel sensor, throttle lever signal)
Flash code: 1x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Pedal travel sensor (pedal travel sensor, throttle lever signal)
− Signal too high
− Signal too low
− Signal implausible with idle speed switch (in pedal travel sensor)
Effect of fault: Reduced full load quantity
Engine assumes idle speed
Cruising with idle speed switch: (only possible with PWG pedal travel sensor)
− Throttle lever in idle speed position:Idle speed
− Throttle lever in full-load position: Slow increase in
engine speed to
approximately 1500−1700 rpm
Possible cause: Line break, short-circuit, power supply interrupted, pedal travel sensor faulty,
control unit faulty
Test precondition: EDC control unit connected
Socket box (test box) connected
Ignition switched on

Test Measurement Corrective measures

Voltage supply Voltage measurement at socket box (test − Check lines
box) between Pin B16 (+) and Pin B35 (−) − Check plug connections
− If no fault found, replace control
Setpoint value: 2.5−3.5 V unit
Potentiometer signal Voltage measurement at socket box (test − Check lines
box) between Pin B23 (+) and Pin B35 (−) − Check plug connections
− Check mech. connection throttle
lever to pedal value sensor
Setpoint values: − Check idle speed and full load
PWG Min. 0 % Idle speed setting: 0.5−0.7 V stops of the pedal travel sensor
PWG Max. 100 % Full load setting: 3.05−4.0 V − Replace pedal travel sensor
Idle-speed switch Voltage measurement at socket box (test − Check lines
box) between Pin B17 (+) and Pin B35 (−) − Check plug connections
− Check mech. connection throttle
lever to pedal value sensor
− Check idle speed and full load
stops of the pedal travel sensor
− Replace pedal travel sensor
Setpoint values:
PWG Min. 0 % Idle speed setting: 2.5−3.5 V Switch open
PWG Max. 100 % Full load setting: 0.0−2.0 V Switch closed

55
 Test

Electric engine control with 4−20 mA throttle lever signal

Flash code: 1x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: 4−20 mA throttle lever signal
− Signal too high
− Signal too low
− Signal implausible
− No idle switch signal
− Control box faulty
Effect of fault: Reduced full load quantity
Engine assumes idle speed
Possible cause: Line break, control box faulty, failure of voltage supply at control box, throttle
lever control system faulty, control unit faulty, jumpers in plug X9 between pin
11 and pin 13 and between pin 12 and pin 14 are missing
Test precondition: EDC control unit connected
Ignition switched on
Throttle lever control connected and switched on

Test Measurement Corrective measures

Control box Control box voltage supply − Check lines
between terminal 1 and terminal 2 − Check control box
− Check plug
Setpoint value: U-Batt
Throttle lever signal Voltage measurement at socket box (test − Check lines
box) between Pin B23 (+) and Pin B35 (−) − Check plug connections
Alternatively: − Check wire jumpers between
Measure voltage on the control box pins 11/13 and 12/14 in plug X9
across terminal 10 and terminal 16 − Check throttle lever control sys-
tem
Throttle lever setting: Setpoint values: − Replace the control box
Min. 0 % Idle speed setting: [0.64 V
Max. 100 % Full-load setting: [3.2 V

56
 Test

Throttle lever signal Measure voltage on the control box − Check lines
across terminal 14 and terminal 15 − Check plug connections
− Check throttle lever control sys-
Throttle lever setting: Setpoint values: tem
Min. 0 % Idle speed setting: 1.92 V − Replace the control box
Max. 100 % Full load setting: 9.6 V
Simulation of idle Voltage measurement at socket box (test − Check lines
speed switch in the box) between Pin B17 (+) and Pin B35 (−) − Check plug connections
control box Alternatively: − Replace the control box
Measure voltage on the control box − Check jumpers in plug X9, ter-
across terminal 17 and terminal 10 minals 12/14
At control box, check green LED “ld. Sp.
Sw”

Throttle lever setting: Setpoint values:

Min. 0 % Idle speed setting: 2.5−3.5 V,
green LED: off
Max. 100 % Full load setting: 0.0−2.0 V, green LED: on
If “PWG faults” occur in the EDC fault memory, without the engine switching to idle speed, this can be ig-
nored in certain conditions. The faults have been caused by the behaviour of the throttle lever control sys-
tem when the ignition is switched on and off.

57
 Test

Delivery volume solenoid valve, injection pump (plausibility of activation time)

Flash code: 2x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Activation time of the solenoid valve, amount transferred on CAN bus to the
pump
Effect of fault: Engine is shut down
Engine will not start
Possible cause: power supply (U-Batt / ground), injection pump defective
Note: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.

Test Measurement Corrective measures

Injection pump Voltage measurement between Pin 7 (+) − Check lines
and Pin 6 (–) at injection pump connector − Check plug connections
− Reprogram the control unit to
the latest status
− If the fault is still present, re-
place injection pump to test
Setpoint value: U-Batt

58
 Test

Charge-air temperature sensor (LTF)

Flash code: 3x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Charge-air temperature sensor
Effect of fault: Reduced full load quantity
Reduced final speed n = 2400 rpm
Possible cause: Line break, short-circuit, charge-air temperature sensor faulty, control unit
faulty
Test precondition: EDC control unit connected
Socket box (test box) connected

Test Measurement Corrective measures

Sensor resistance Resistance measurement at socket box − Check lines
(test box) between Pin A10 (+) and − Check plug connections
Pin A4 (−) − Replace temperature sensor
− If no fault found, replace control
Setpoint value: 3.8−0.8 kΩ at 10−50_C unit
Sensor voltage Voltage measurement at socket box (test
box) between Pin A10 (+) and Pin A4 (−)

Setpoint value: 4.17−2.62 V at 10−50_C

59
 Test

RPM sensor (DZG, Flywheel)

Flashcode: 4x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Rpm sensor
− Statically implausible
− Dynamically implausible
− Implausible with auxiliary rpm sensor (IWZ signal sensor)
Effect of fault: Reduced full load quantity
Reduced final speed n = 1700 rpm, possibly engine shutdown
The system switches from start of injection mode to open-loop mode with a
fixed, pre-set start of injection map.
Engine is shut down in the case of a comparison error with pump speed sen-
sor
Possible cause: Cable break, short to ground, rpm sensor defective,
influence on the sensor signal by metal filings etc. at installation position of the
sensor, distance speed sensor to flywheel not correct,
control unit defective
Test precondition: Disconnect EDC control unit to ensure the engine cannot start up
Socket box (test box) connected

Test Measurement Corrective measures

Resistance Resistance measurement at socket box − Check lines
(test box) between Pin A1 (+) and − Check plug connections
Pin A13 (−) − If no fault found, replace rpm
sensor
Setpoint value: 800−1000 Ω
Engine speed signal Signal test at the socket box (test box) at
starting speed between Pin A1 (+) and Pin
A13 (−) with oscilloscope

Setpoint value: see diagram

Distance of speed sen- Setpoint value: 0.5−1.5 mm − Correct distance
sor to flywheel

U >2V

60
 Test

Boost pressure sensor (LDF)

Flash code: 5x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Boost pressure sensor
− Signal too high
− Signal too low
− Signal implausible with atmospheric pressure sensor (in control unit)
Effect of fault: Reduced full load quantity (engine runs only with intake delivery volume)
Possible cause: Cable break, short circuit, charge-air sensor defective, charge-air connection
leaking, atmospheric pressure sensor (in the control unit) defective,
control unit defective
Test precondition: EDC control unit connected
Socket box (test box) connected
Ignition switched on

Test Measurement Corrective measures

Voltage supply Voltage measurement at socket box (test − Check lines
box) between Pin A23 (+) and Pin A17 (−) − Check plug connections
− If no fault found, replace control
Setpoint value: 4.95−5.05 V unit
Signal voltage Voltage measurement at socket box (test
box) between Pin A12 (+) and Pin A17 (−)

Setpoint values:
Lower idle speed: 0.94−1.20 V
PWG Min. 0 % Upper idle speed: 1.10−1.70 V
PWG Max. 100 % See characteristic curve on page 15
If all the values are OK, the atmospheric − Replace control unit
pressure sensor in the control unit may be
faulty

61
 Test

Coolant temperature sensor (WTF)

Flash code: 7x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Coolant temperature sensor
Effect of fault: The substitute value provided in the control unit for such cases (ap-
prox.110_C) results in a reduction in power output (boil protection).
An increased quantity of white smoke may be discharged during cold start
Possible cause: Line break, short-circuit, temperature sensor faulty, control unit faulty, failure or
contamination of cooling system
Test precondition: EDC control unit disconnected / connected
Socket box (test box) connected

Test Measurement Corrective measures

Sensor resistance Resistance measurement at the socket − Check lines
(control unit discon- box (test box) between Pin A22 and − Check plug connections
nected) Pin A5 − Replace temperature sensor
− If no fault found, replace control
Setpoint values: unit
1.3−3.6 KΩ at 15−30_C
230−460 Ω at 75−80_C
Sensor voltage Voltage measurement at the socket box
(control unit connected) (test box) between Pin A22 and Pin A5

Setpoint value: 3.46−1.22 V at 30−90_C

62
 Test

Pump control unit self-test (pump map not present)

Flash code: 9x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Pump control unit (pump map not present)
Effect of fault: engine shutdown, engine does not start
Possible cause: Pump control unit (injection pump) defective
Note: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.

Test Measurement Corrective measures

Injection pump − Clear fault memory
− Read out fault memory once
again
− If the fault is still present, re-
place injection pump to test

63
 Test

Shutdown via delivery volume 0 (run-on test)

Flash code: 1x long, 2x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Engine control unit, injection pump
Effect of fault: Reduced full load quantity, as fuel volume can be imprecise
Reduced final speed n = 2400 rpm
Function: In run-on, fuel volume 0 is specified. If the expected drop in speed does not
take place, a fault classification takes place.
Possible cause: Engine control unit defective, injection pump defective
Note: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.

Test Measurement Corrective measures

Engine control unit Engine speed 800 rpm − Clear fault memory
Repeated starting of the engine (7 times), − Read out fault memory once
so that the fault is deleted again
Minimum engine standstill time of 5 sec- − If the fault is still present, re-
onds between start attempts place engine control unit to test
Injection pump − Clear fault memory
− Read out fault memory once
again
− If the fault is still present, re-
place injection pump to test

64
 Test

Undervoltage
Flash code: 1x long, 3x short
Fault indication: Fault is not indicated by the EDC indicator lamp
Fault path: Control unit power supply (battery voltage too low)
Effect of fault: The EDC system or the engine can behave in various ways depending on the
magnitude of the voltage drop:
− No power
− Highly irregular engine operation
− No engine operation
− Excessive smoke emission
− Contradictory fault memory entries
Possible cause: Battery discharged or faulty, alternator faulty, line break, short-circuit, main
relay faulty
Test precondition: EDC control unit disconnected
Socket box (test box) connected
Ignition switched on

Test Measurement Corrective measures

Voltage supply To activate the main relay K1, place a − Check lines
bridge at the socket box (test box) be- − Check plug connections
tween Pin B27 (−) and Pin B1 (−) − Replace main relay K1
− Check battery, alternator and cir-
Voltage measurement at the socket box cuit breaker F1 on engine
(test box) between
Pin B15 (+) and Pin B1 (−)
Pin B15 (+) and Pin B27 (−)
Pin B3 (+) and Pin B2 (−)
Pin B4 (+) and Pin B1 (−)

Setpoint value: 20−28 V

65
 Test

Engine overspeed
Flash code: 1x long, 7x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Engine overspeed
Effect of fault: Fuel delivery is interrupted. Engine shutdown.
If no other fault is present, fuel delivery will continue once the engine over-
speed range has been left.
Possible cause: Incorrect operation

Test Measurement Corrective measures

If no other faults are present, no further − Clear fault memory
action is necessary

66
 Test

Start of injection control deviation

Flash code: 1x long, 8x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Start of injection regulator control deviation
Effect of fault: Reduced full load quantity
Reduced final speed n = 1700 rpm
Possible increased smoke emissions
The system switches from closed-loop control to open-loop control with a fixed
pre-set start of injection map.
Possible cause: Fault in the fuel system (leaking, clogged, air in the system),
− Defective or incorrect overflow valve in the feed or return of the pump
− Pre-delivery pump defective
− Empty tank
− Tank venting defective
− Fuel filter defective (can lead to pump contamination)
Needle movement sensor incorrect,
Speed sensor signals incorrect,
Air filter (clogged, defective),
Injection pump defective
Test precondition: Socket box (test box) connected
Note: When this fault occurs, always check the needle movement sensor and
rpm sensor function paths, even if there is no corresponding fault in the
fault memory.

Test Measurement Corrective measures

Actuating solenoid Check setpoint value and actual value for − Check lines
start of injection − Check plug connections
− Check pump installation
Fault conditions: − If no fault found, replace injec-
$ 3 degrees deviation, 2.5 seconds tion pump
Monitoring only if engine speed
> 1000 rpm
Needle movement sen- see NBF test (page 68) see NBF test (page 68)
sor
rpm sensor see DZG test (page 60) see DZG test (page 60)

67
 Test

Needle movement sensor (NBF)

Flash code: 1x long, 10x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Needle movement sensor
− not enough pulses
− too many pulses
− internal resistance incorrect
Effect of fault: Reduced full load quantity
Reduced final speed n = 2000 rpm
The system switches from closed-loop mode to open-loop mode with a fixed,
pre-set start of injection map.
If the fault is no longer present, the system will switch back to normal closed-
loop control.
Possible cause: Line break, short-circuit, needle movement sensor faulty
Test precondition: Socket box (test box) connected

Test Measurement Corrective measures

Internal resistance Resistance measurement at the socket − Check lines
box (test box) between Pin A29 and − Check plug connections
Pin A15 − Replace needle movement sen-
sor
Setpoint value: 65−160 Ω

Other possible causes:

− Faulty pulses from the rpm sensor (including without fault message)
− Interference pulses between control unit and needle movement sensor (e.g. from switching relays)
− Needle movement sensor affected by structure-borne noise resulting from mechanical damage
(e.g. valve gear, pistons)
− Jamming nozzle needle
− Fault in the fuel low pressure system caused by faulty or incorrect overflow valve, air or leaks in the sys-
tem, defective fuel pump, clogged filters, clogged lines, empty fuel tank or defective injection pump

68
 Test

Voltage signal of the needle movement sensor at 600 rpm

Oscilloscope
setting: AC
range

0V

The diagram above shows the qualitative curve of the NBF signal at an engine speed of 600 rpm.

Voltage signal of the needle movement sensor at 1200 rpm

Oscilloscope
setting: AC
range

0V

The diagram above shows the signal curve of the needle movement sensor at an engine speed of
1200 rpm.

69
 Test

Plausibility of solenoid valve cutout (MAB)

Flash code: 1x long, 11x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Status of solenoid valve cutout
Effect of fault: Reduced full load quantity
Reduced final speed n = 2400 rpm
Shutdown via MAB might not be possible
Possible cause: Cable break between engine control unit and injection pump (pump control
unit), engine control unit defective, injection pump (pump control unit) defec-
tive
Note: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.

Test Measurement Corrective measures

Engine control unit Voltage measurement at the socket box − Check lines
(test box) between Pin B3 and Pin A20 − Check plug connections
− Clear fault memory
− Read out fault memory once
Setpoint value: again
U-Batt at ignition on − If the fault is still present, re-
0 V at ignition off place engine control unit to test
Injection pump − Clear fault memory
− Read out fault memory once
again
− If the fault is still present, re-
place injection pump to test

70
 Test

EDC control box for idle speed adjustment

Flash code: 1x long, 13x short
Fault indication: Fault is not indicated by the EDC indicator lamp
Fault path: EDC control box (idle speed adjustment function) faulty
− Voltage values incorrect or implausible
Effect of fault: Idle speed control can no longer be activated.
If the fault was only temporary (e.g. control box was activated several times),
the system will be ready for operation after switching the “ignition” off and on
again.
Function: The EDC control box is resistor-coded, i.e. the control unit recognises each
switching state by means of the voltage information that has been read in.
Faults are detected when incorrect values are output over a certain period of
time, e.g. as a result of an electrical fault or actuating the control box several
times (incorrect operation) of the EDC control box.
Possible cause: Line break, short-circuit, EDC control box faulty, incorrect operation
Test precondition: EDC control unit connected
Socket box (test box) connected
“Ignition” switched on

Test Measurement Corrective measures

EDC control box Voltage measurement at the socket box − Check lines
(test box) between Pin B8 and Pin B9 − Check plug connections
− Replace EDC control box
Operate all the buttons on the EDC con- − If no fault found, replace control
trol box and determine the relevant volt- unit as a check
age value

Setpoint values:
SET+: 0.83−1.21 V
SET−: 2.53−2.97 V
MEMORY: 1.60−2.00 V
OFF: 4.18−4.53 V
Not activated: 3.35−3.74 V

71
 Test

CAN1 interface (FM, MMDS) module

Flash code: 1x long, 15x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Control unit faulty
Effect of fault: Reduced full load quantity
Reduced final speed n = 2400 rpm
Data exchange between EDC system and MMDS system is interrupted.
The MMDS-System no longer displays some engine data (engine speed,
coolant and charge-air temperature, boost pressure and fuel consumption).
Possible cause: Line break, short-circuit
Test precondition: Socket box (test box) connected
“Ignition” switched on

Test Measurement Corrective measures

Control unit Measure resistance at the socket box − Check lines
across pin B11 and pin B12 − Check plug connections
− at approx. 0 Ω short circuit of
Setpoint values: ∼ 120 Ω CAN-H to CAN-L
Fault condition: 5 seconds no message − Replace control unit to test
received

72
 Test

Shutdown via relay redundant shutdown MAR (run-on test)

Flash code: 2x long, 2x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Relay redundant shutdown (MAR), engine control unit
Effect of fault: Reduced full load quantity
Reduced final speed n = 2400 rpm
Shutdown of the engine via MAR (relay redundant shutdown) not possible
Function: The relay redundant shutdown (MAR = solenoid valve shutdown relay) is acti-
vated by the engine control unit (Pin B18) and if deployed it interrupts the
power supply to the pump control unit.
This results in the engine being shut down.
In the run-on, the MAR is switched off (no current). If the expected drop in
speed does not take place, a fault classification takes place.
Possible cause: Cable break, short circuit, relay redundant shutdown (MAR) defective, activa-
tion from control unit defective (engine control unit defective)
Test precondition: Socket box (test box) connected
Ignition switched off

Test Measurement Corrective measures

Pump relay (MAR) Start engine and allow to idle. − Check lines
Pull out bridge Pin B18 at socket box (test − Check plug connections
box). Engine must shut down within − replace relay
3 seconds
Voltage supply MAR Switch on ignition − Check lines
Voltage measurement at the socket box − Check plug connections
(test box) between Pin B18 and B2 − If no fault found, replace control
unit
Setpoint values: U-Batt

Switch off ignition

Voltage measurement at the socket box
(test box) between Pin B18 and B2

Setpoint values: 0 V

73
 Test

Main relay (K1)

Flash code: 2x long, 5x short
Fault indication: Fault is not indicated by the EDC indicator lamp
Fault path: Main relay
Contact sticks or jams (does not open)
Effect of fault: Under certain conditions, this fault may not be detected
Function: The relay coil is activated on the negative side by the EDC control unit via the
control unit output Pin B27.
The main relay K1 is shut down with a delay after “ignition” is switched off
(run-on). Green LED goes out.
During the run-on phase, various processor functions are checked and any
faults stored in the fault memory.
Possible cause: Short to ground, main relay K1 faulty
Test precondition: EDC control unit connected
Socket box (test box) connected

Test Measurement Corrective measures

Main relay Voltage measurement at the socket box − Check lines
(when main relay has (test box) between Pin B3/4 and Pin B2 or − Check plug connections
picked up, associated between term. 2 and term. 1 − If line OK, replace main relay K1
LEDs light up)
Setpoint values: If U-Batt is not present when “igni-
0 V at “ignition” off tion” is on
U-Batt at “ignition” on − Check relays K2 and K3

Voltage measurement at the socket box

(test box) between Pin B27 and Pin B2

Setpoint values:
U-Batt at “ignition” off
0 V at “ignition” on

Note: Pin B27 must switch to U-Batt within 5 seconds of the ignition being switched off (processor
run-on).

74
 Test

Relay (K2)
Flash code: no
Fault indication: Fault is not indicated by the EDC indicator lamp
Fault path: Emergency stop actuation, relay K3 faulty, relay K2 faulty
Effect of fault: Engine does not start or switches itself off
Function: − Ignition signal at pin B15 is switched on for the EDC control unit
− K2 picks up if the LED on K3 is red. å LED on K2 is green
− Retains voltage to redundant shut-off device for 8 seconds after ignition
has been switched off. K2 triggered by time-lag relay K3
Possible cause: U-Batt supply voltage not present at A1/A2.
Relay does not close
Test precondition: Ignition on, emergency stop relay closed

Test Measurement Corrective measures

Supply voltage − between pin A1 and pin A2 If U-Batt is not present
− K2 LED is green − Check relay K3

Setpoint values: U-Batt

Switching voltage between If U-Batt is not present between pin
from terminal 15 Pin 11 (K2) and terminal 1 14 (K2) and terminal 1 but is pres-
Pin 14 (K2) and terminal 1 ent between pin 11 (K2) and
terminal 1
Setpoint values: U-Batt − Change relay K2
Switching resistance Measure the resistance between If resistance is not 0 Ω
terminal 1 and pin 21 (K2) − Change relay K2

Setpoint values: 0 Ω
Switching resistance Measure resistance between terminal 1 If resistance is not 0 Ω
and pin 24 (K2) − Change relay K2

Setpoint values: 0 Ω

75
 Test

Time-lag relay (K3)

Flash code: no
Fault indication: Fault is not indicated by the EDC indicator lamp
Fault path: Relay does not work, emergency stop actuated
Effect of fault: − Engine does not start
− EDC control unit does not get any voltage
− Engine stops
Function: Battery main switch: Green LED
Ignition on: Red LED
Ignition off: After 8 seconds LED changes from red to green

The battery voltage U-Batt is connected up via the emergency stop relay to
A1−A2. When the control contact B1 closes the relay immediately switches to
working position. The time delay (approximately 8 seconds) begins when the
control contact B1 opens. When the emergency stop circuit opens the relay
drops out immediately.
Possible cause: − Ignition not present at control contact B1
− Supply voltage not present at A1/A2
− Relay does not close
Test precondition: Ignition on, emergency stop relay closed

Test Measurement Corrective measures

Supply voltage − between pin A1 (K3) and pin A2 (K3) If U-Batt is not present
− LED lights up green − Check battery main switch
− Check emergency stop button
Setpoint values: U-Batt
Switching voltage − between B1 (K3) and terminal 1 If U-Batt is not present
(ignition on) − LED lights up red − Check starter lock

Setpoint values: U-Batt

Measure resistance between pin 18 (K3) and terminal 1 If setpoint value is not present
− Change relay K3
Setpoint values: 0 Ω

76
 Test

Shutdown via monitoring module (run-on test)

Flash code: 2x long, 6x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Engine control unit, pump control unit (injection pump), driving speed signal
Effect of fault: Reduced full load quantity
Reduced final speed n = 2400 rpm
Shutdown via monitoring module not possible
Function: Function of microprocessor is checked by question / answer routine.
In the run-on, incorrect responses are sent deliberately, which have to lead to
shutdown of the engine.
If the expected drop in speed does not take place, a fault classification takes
place.
Possible cause: Engine control unit defective, pump control unit (injection pump) defective
Note 1: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.

Test Measurement Corrective measures

Engine control unit − Clear fault memory
− Read out fault memory once
again
− If the fault is still present, re-
place engine control unit
Pump control unit − Clear fault memory
(injection pump) − Read out fault memory once
again
− If the fault is still present, re-
place injection pump unit

77
 Test

Atmospheric pressure sensor (in control unit)

Flash code: 2x long, 8x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Atmospheric pressure sensor in control unit faulty
Effect of fault: No direct effect
In some cases, this may be accompanied by a boost pressure sensor fault
message
Possible cause: atmospheric pressure sensor (control unit) defective

Test Measurement Corrective measures

Control unit If only this fault code is stored in the − Replace control unit
memory, testing is not possible, as the
sensor is located in the control unit.

If, however, a faulty boost pressure sen-

sor is also detected, this should be
checked first in accordance with the boost
pressure sensor test (page 61).

78
 Test

Pump control unit solenoid valve

Flash code: 2x long, 9x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Injection pump
Effect of fault: Reduced full load quantity
Reduced final speed n = 2000 rpm
Engine is shut down
Engine will not start
Function: Via voltage measurement in the pump control unit, shorted output stage / short
circuit is diagnosed
Possible cause: Speed sensor on flywheel has loose contact, injection pump defective
Note: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.

Test Measurement Corrective measures

Engine speed sensor see DZG test (page 60) − see DZG test (page 60)
Injection pump − Clear fault memory
− Read out fault memory once
again
− If the fault is still present, re-
place injection pump unit

79
 Test

Timeout: CAN signal FM / MMDS at EDC

Flash code: 2x long, 13x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: MMDS ³ EDC − CAN communication is faulty
Effect of fault: Reduced full load quantity
Reduced final speed n = 2400 rpm
Data exchange between MMDS system and EDC is interrupted.
The reduction in engine speed and load to be performed by MMDS in emerg-
ency situations cannot be performed.
Possible cause: Line break, MMDS system fault
Test precondition: EDC control unit and MMDS unit disconnected
Socket box (test box) connected at EDC connector

Test Measurement Corrective measures

Resistance Measure resistance between pin B11 − Check line
(CAN-L) at the socket box and MMDS − Check plug connection
terminal 94 − If no fault is found, change
MMDS unit
Setpoint value: 0 Ω
Measure resistance between pin B12
(CAN-H) on the socket box and MMDS
terminal 93

Setpoint value: 0 Ω

80
 Test

Run-on control
Flash code: 3x long, 8x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Control unit
− Processor run-on did not take place
Effect of fault: Reduced full load quantity
Reduced final speed n = 2400 rpm
Function: Every time the engine is turned off, run-on takes place automatically for the
purpose of checking the various processor functions
Possible cause: Control unit faulty, main relay faulty, battery voltage switched off before “igni-
tion” off.
Test precondition: EDC control unit disconnected
Socket box (test box) connected

Test Measurement Corrective measures

Control unit Voltage measurement at the socket box (test − Switch ignition on and off
box) between Pin B3/B4 and Pin B1/B2 again, clear fault code
− Same as pages 65 and 74
Setpoint value: − Replace control unit
U-Batt at ignition off; as long as run-on takes
place in the control unit.
Battery master switch is held by EDC control
unit (hold circuit).
Fault condition: Relay must have dropped off
within 5 seconds.

Other possible causes

− Engine was shut down via battery + (e.g. by disconnecting the battery or actuating the main fuse switch)
− Power supply fault (e.g. undervoltage, main relay K1 faulty, loose contact)

Oscilloscope measurement on switching ignition on and off

On Off

CH2: 10.0 V
200 ms

CH2: 10.0 V
CH1: 10.0 V 200 ms
200 ms

CH1: 10.0 V
20 0ms

CH 1: Pin B1−B3 CH 1: Pin B1−B3

CH 2: Pin B1−B1 CH 2: Pin B15−B1
If Pin B1−B3 receives current for 5 seconds longer than Pin B15−B1, fault rating “main relay” takes place.

81
 Test

Self-test pump control unit: solenoid valve voltage measurement

Flash code: 4x long, 1x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Pump control unit (injection pump)
Effect of fault: None known
Function: Monitoring voltage in the self-test if solenoid valve is not activated
Possible cause: Pump control unit (injection pump) defective
Note: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.

Test Measurement Corrective measures

Injection pump − Clear fault memory
− Read out fault memory once
again
− If the fault is still present, re-
place injection pump to test

82
 Test

Fuel temperature (pump control unit)

Flash code: 4x long, 2x short
Fault indication: Fault is not indicated by the EDC indicator lamp
Fault path: Injection pump (pump control unit) fuel temperature too high
Effect of fault: If values are implausible , switch to substitute value (75_C)
Possible cause: Fuel temperature too high, sensor in pump defective, injection pump defective
Note: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.

Test Measurement Corrective measures

Injection pump Fault limits: − Clear fault memory
− Read out fault memory once
In the event of implausible values again
t > 130_C or t < −45_C, the substitute − If the fault is still present, re-
value is set place injection pump to test

83
 Test

CAN 2 interface (PSG-CAN) − bus off

Flash code: 4x long, 3x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: CAN signal between pump control unit and engine control unit on switching on
(bus off)
Effect of fault: Reduced full load quantity
Reduced final speed n = 2000 rpm
Engine goes into increased idle (approx. 750 rpm), no longer possible to ac-
celerate
Possible cause: Cable break, short circuit, control unit defective, injection pump defective
Note: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.
Test precondition: Socket box (test box) connected
Ignition switched off

Test Measurement Corrective measures

Engine control unit Measure resistance at the socket box − Check lines
across pin A27 and pin A24 − Check plug connections
− at approx. 0 Ω short circuit of
Setpoint value: ∼120 Ω CAN-H to CAN-L
− If the fault is still present, re-
place control unit to test
Injection pump − Clear fault memory
− Read out fault memory once
again
− If the fault is still present, re-
place injection pump to test

84
 Test

CAN 2 interface (PSG-CAN) module

Flash code: 4x long, 4x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: CAN signal to the pump control unit when switching on
Effect of fault: Reduced full load quantity
Reduced final speed n = 2000 rpm
Engine goes into increased idle (approx. 750 rpm), no longer possible to ac-
celerate
Possible cause: interface fault
Injection pump (pump control unit) defective
Note: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.

Test Measurement Corrective measures

Injection pump − Clear fault memory
− Read out fault memory once
again
− If the fault is still present, re-
place injection pump to test

85
 Test

Shutdown via delivery volume solenoid valve (run-on test)

Flash code: 4x long, 5x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Status solenoid valve cutout (MAB) in run-on
Effect of fault: Reduced full load quantity
Reduced final speed n = 2400 rpm
Shutdown of the engine via MAB (high-pressure solenoid valve in injection
pump) not possible
Possible cause: Activation from control unit defective (engine control unit defective)
Injection pump (pump control unit) defective
Note 1: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.
Test precondition: Socket box (test box) connected

Test Measurement Corrective measures

Injection pump − Clear fault memory
− Read out fault memory once
again
− If the fault is still present, re-
place injection pump to test
Engine control unit see MAB test (page 70) − see MAB test (page 70)

86
 Test

CAN 1 interface (FM, MMDS) − bus off

Flash code: 4x long, 6x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: MMDS-CAN (bus off)
Effect of fault: Reduced full load quantity
Reduced final speed n = 2400 rpm
Possible cause: Cable break, short circuit, control unit defective
Note 1: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.
Test precondition: Socket box (test box) connected
Ignition switched off

Test Measurement Corrective measures

Engine control unit Measure resistance at the socket box − Check lines
across pin B11 and pin B12 − Check plug connections
− at approx. 0 Ω short circuit of
Setpoint value: ∼120 Ω CAN-H to CAN-L
− Replace control unit to test

87
 Test

Pump speed sensor (IWZ signal)

Flash code: 4x long, 7x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Fuel system
Injection pump
Effect of fault: Engine is shut down
Function: See chapter Function description, angle of rotation sensor on page 39
Possible cause: Fault in the fuel system (leak), clogged, air in the system
Injection pump defective (dynamic: implausible; static: increments per seg-
ment not complete)
Note 1: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.

Test Measurement Corrective measures

Fuel system Fuel pressure − Vent (filter, then injection line on
at least 3 injection nozzles)
− After successful engine start,
allow engine to idle for at least
30 seconds
− Fill fuel tank
Injection pump − Check installation of pump
− Clear fault memory
− Read out fault memory once
again
− If the fault is still present, re-
place injection pump to test

88
 Test

Residual volume
Flash code: 4x long, 8x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: CAN signal (amount transferred on CAN bus to the pump)
Effect of fault: Engine shuts down, as volume calculation imprecise
Function: If despite specified volume “Volume 0” on the CAN the engine speed
> 700 rpm, the boost pressure > 300 mbar and NBF signals are detected,
a fault classification takes place
Possible cause: Cable break, short circuit, control unit defective, NBF defective,
boost pressure sensor defective
Note: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.

Test Measurement Corrective measures

Injection pump − Clear fault memory
− Read out fault memory once
again
− If the fault is still present, re-
place injection pump to test
Boost pressure sensor: see LDF test (page 61) − see LDF test (page 61
Needle movement sen- see NBF test (page 68) − see NBF test (page 68)
sor

89
 Test

Self-test pump control unit: Solenoid valve output stage

Flash code: 4x long, 9x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Hardware fault solenoid valve output stage (pump control unit)
Effect of fault: None known
Function: Check of output stage in the PSG self-test
Possible cause: Pump control unit (injection pump) defective
Note: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.

Test Measurement Corrective measures

Injection pump − Clear fault memory
− Read out fault memory once
again
− If the fault is still present, re-
place injection pump to test

90
 Test

Injection timing mechanism (pump control unit)

Flash code: 4x long, 10x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Setpoint − actual value falls short / exceeds injection timing mechanism
Effect of fault: Reduced full load quantity
Reduced final speed n = 1700 rpm
Possible cause: Line break, short-circuit
Fault in the fuel low pressure system
− Defective or incorrect overflow valve
− Air or leaks in the system
− Defective pre-delivery pump
− Clogged filters
− Clogged lines
− Empty fuel tank
− Defective injection pump
− Defective fuel filter
Note 1: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.

Test Measurement Corrective measures

Injection pump Fault condition: − Clear fault memory
− Read out fault memory once
If there is a deviation between the setpoint again
value and actual value for start of injection − If the fault is still present, re-
of more than $ 3 degrees for longer than place injection pump to test
8 seconds and engine speed > 1200 rpm
Fuel system Fuel pressure − see above (Possible cause)

91
 Test

Timeout: CAN signal PSG 1

Flash code: 4x long, 11x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: CAN signal from pump control unit to the engine control unit (timeout)
Effect of fault: Reduced full load quantity
Reduced final speed n = 2000 rpm

Engine assumes increased idle speed

Possible cause: Cable break, short circuit, control unit defective, injection pump defective
Note: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.
Test precondition: Socket box (test box) connected
Ignition switched off

Test Measurement Corrective measures

Engine control unit Measure resistance at the socket box − Check lines
across pin A27 and pin A24 − Check plug connections
− at approx. 0 Ω short circuit of
Setpoint value: ∼120 Ω CAN-H to CAN-L
− If the fault is still present, re-
place control unit to test
Injection pump − Clear fault memory
− Read out fault memory once
again
− If the fault is still present, re-
place injection pump to test

92
 Test

Shutdown via voltage monitoring (run-on test)

Flash code: 4x long, 12x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Status shutdown via voltage monitoring
Effect of fault: Reduced full load quantity
Reduced final speed n = 2400 rpm

Shutdown via voltage monitoring not possible

Function: In the run-on, a fault is simulated deliberately (limit values). If the expected
drop in speed does not take place, a fault classification takes place.
Possible cause: Cable break between engine control unit and injection
pump (pump control unit), engine control unit defective, injection pump (pump
control unit) defective
If in addition the fault “Plausibility shutdown signal (MAB)” or “Shutdown via
monitoring module” occurs, check MAB cable.
Note 1: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.

Test Measurement Corrective measures

Engine control unit − Clear fault memory
− Read out fault memory once
again
− If the fault is still present, re-
place engine control unit to test
Pump control unit − Clear fault memory
(injection pump) − Read out fault memory once
again
− If the fault is still present, re-
place injection pump to test

93
 Test

Timeout: CAN signal MSG 1

Flash code: 4x long, 13x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: CAN signal from engine control unit to the pump control unit (timeout)
Effect of fault: Reduced full load quantity
Reduced final speed n = 2000 rpm
Possible cause: Cable break, short circuit, control unit defective, injection pump defective
Note: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.
Test precondition: Socket box (test box) connected
Ignition switched off

Test Measurement Corrective measures

Engine control unit Measure resistance at the socket box − Check lines
across pin A27 and pin A24 − Check plug connections
− at approx. 0 Ω short circuit of
Setpoint value: ∼120 Ω CAN-H to CAN-L
− If the fault is still present, re-
place control unit to test
Injection pump − Add auxiliary capacity until en-
gine no longer starts and note
down value
− Read out fault memory once
again
− If the fault is still present, re-
place injection pump to test

94
 Test

Supply voltage pump control unit

Flash code: 4x long, 14x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Power supply pump control unit,
relay redundant shutdown (MAR)
Effect of fault: Engine is shut down
Engine will not start
Possible cause: Line break, short-circuit
Test precondition: Cable harness adapter VP44 (see page 122) and socket box (test box) con-
nected
“Ignition” switched on

Test Measurement Corrective measures

Voltage supply Voltage measurement at the cable har- − Check line
ness adapter VP44 to PSG between Pin 7 − Check plug connection
(+) and Pin 6 (–)

Setpoint value: U-Batt

Fault limits: U < 7 V or U > 32 V
Relay redundant shut- Switch on “ignition” − Check line
down (MAR) − Check plug connection
Voltage measurement at the socket box − Replace relay (MAR)
(test box) between Pin B18 and Pin B1

Setpoint value: U-Batt

Switch off “ignition”

Disconnect engine control unit

Resistance measurement at the socket

box (test box) between Pin B18 and
Pin B1

Setpoint value: 180−250 Ω

Connector for pump control unit

2 4 5 6
3
1 9 8 7

95
 Test

CAN signal pump control unit (interface)

Flash code: 4x long, 15x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: CAN signal to pump control unit (timeout violation of value range)
Effect of fault: Reduced full load quantity
Reduced final speed n = 2000 rpm
Engine assumes increased idle speed
Engine is shut down
Possible cause: Cable break, short circuit, control unit defective, injection pump defective,
speed sensor on flywheel defective
Note: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.
Test precondition: Socket box (test box) connected
Ignition switched off

Test Measurement Corrective measures

Engine control unit Measure resistance at the socket box − Check lines
across pin A27 and pin A24 − Check plug connections
− at approx. 0 Ω short circuit of
Setpoint value: ∼120 Ω CAN-H to CAN-L
− If the fault is still present, re-
place control unit to test
Injection pump − Clear fault memory
− Read out fault memory once
again
− If the fault is still present, re-
place injection pump to test
Engine speed sensor see DZG test (page 60) − see DZG test (page 60)

96
 Test

Speed sensor signal recording, pump control unit

Flash code: 5x long, 1x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Speed signal to the pump control unit
Effect of fault: Reduced full load quantity
Reduced final speed n = 2000 rpm
Function: Monitoring on negative flank in the recording window
Possible cause: Speed sensor on flywheel defective, sensor distance incorrect (setpoint:
0.5−1.5 mm).
Control unit defective, injection pump installation incorrect, injection pump de-
fective.
In the event of a loose contact, “Injection start control deviation” is also dis-
played in some cases.
Frequently simultaneous occurrence of the fault “Speed sensor on flywheel”
Note: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.

Test Measurement Corrective measures

Engine speed sensor see DZG test (page 60) − see DZG test (page 60)
Injection pump − Clear fault memory
− Read out fault memory once
again
− If the fault is still present, re-
place injection pump to test
Cabling Cable between Pin A35 engine control − Check lines
unit and Pin 8 pump control unit − Check plug connections

97
 Test

Self-test pump control unit: EEPROM checksum

Flash code: 5x long, 2x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Checksum check EEPROM
Effect of fault: Reduced full load quantity
Reduced final speed n = 1700 rpm
as injection timing mechanism can go to advanced stop
Function: Checksum check in the self-test
Possible cause: Control unit defective, pump control unit (injection pump) defective
Note: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.

Test Measurement Corrective measures

Injection pump − Clear fault memory
− Read out fault memory once
again
− If the fault is still present, re-
place injection pump to test

98
 Test

Self-test pump control unit: EEPROM status

Flash code: 5x long, 3x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Status check EEPROM (hardware fault)
Effect of fault: Reduced full load quantity
Reduced final speed n = 1700 rpm
as injection timing mechanism can go to advanced stop
Function: Hardware check in the self-test
Possible cause: Control unit defective, pump control unit (injection pump) defective
Note: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.

Test Measurement Corrective measures

Injection pump − Clear fault memory
− Read out fault memory once
again
− If the fault is still present, re-
place injection pump to test

99
 Test

Self-test pump control unit: ADC status

Flash code: 5x long, 4x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Status analog-digital converter
Effect of fault: Reduced full load quantity
Reduced final speed n = 2000 rpm
Function: In the self-test, check of the ground potential of a channel of the AD converter
no volume correction
Solenoid valve voltage is no longer picked up
Possible cause: Control unit defective, injection pump defective
Note: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.

Test Measurement Corrective measures

Injection pump − Clear fault memory
− Read out fault memory once
again
− If the fault is still present, re-
place injection pump to test

100
 Test

Self-test pump control unit: RAM

Flash code: 5x long, 5x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: RAM in the pump control unit
Effect of fault: Engine does not start
Function: Check of the RAM in the self-test
Possible cause: Control unit defective, injection pump defective
Note: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.

Test Measurement Corrective measures

Injection pump − Clear fault memory
− Read out fault memory once
again
− If the fault is still present, re-
place injection pump to test

101
 Test

Polarity reversal speed sensor on flywheel

Flash code: 5x long, 6x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Speed sensor on the flywheel
Effect of fault: Reduced full load quantity
Reduced final speed n = 1700 rpm
Possible cause: Cables incorrectly plugged, speed sensor defective

Test Measurement Corrective measures

Cabling Plug X1 − Assign cables correctly
Pin B12: cable colour white − If the fault is still present, re-
Pin B6: cable colour black place speed sensor to test

Engine control unit

Pin A1: → B12 from X1
Pin A13: → B6 from X1

Fault condition:
Lower speed threshold: 500 rpm
Upper speed threshold: 1500 rpm

102
 Test

Engine control unit monitoring module (m controller)

Flash code: 5x long, 7x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: µ controller in the engine control unit
Effect of fault: Engine is shut down
Possible cause: Control unit faulty
Note: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.

Test Measurement Corrective measures

Control unit − Clear fault memory
− Read out fault memory once
again
− If the fault is still present, re-
place control unit to test

103
 Test

Pump control unit initialisation

Flash code: 5x long, 8x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Message interchange between pump control unit and engine control unit is too
long
Effect of fault: Reduced full load quantity
Reduced final speed n = 2000 rpm
Function: In the self-test, the message interchange between the pump control unit and
engine control unit is monitored as regards time. If the period is too long, a
fault classification takes place.
Possible cause: Pump control unit (injection pump) defective
CAN bus between engine control unit and pump control unit defective
Note: As a general principle, prior to replacing a pump or control unit the fault mem-
ory should be deleted and the fault observed.
As a general principle, if there are a number of fault entries, the corresponding
test instructions that do not require replacement of the pump or control unit
should be observed.

Test Measurement Corrective measures

Injection pump − Clear fault memory
− Read out fault memory once
again
− If the fault is still present, re-
place injection pump to test

104
 Test

Fault sending a CAN message

Flash code: 6x long, 11x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Fault path: Engine control unit
Effect of fault: None known
Possible cause: CAN from engine control unit defective

Test Measurement Corrective measures

Control unit see Test page 72 − see Test page 72

105
 Test

Test of shutdown paths

Flash code: 6x long, 12x short
Fault indication: Fault is indicated by the EDC indicator lamp coming on continuously
Effect of fault: None known
Function: After shutdown, there is automatically a run-on.
If the permitted number of shut-downs was exceeded without run-on, a fault
classification takes place
Note: Check shutdown paths in the test
− Control unit
− Monitoring module
− Voltage monitoring, undervoltage
− Shutdown with volume 0
− Voltage monitoring as well as supply relay for the
pump control unit

Test Measurement Corrective measures

Shutdown paths

106
 Plug connections

Connector A engine functions

Pin Short description Complete description

A1 DZG1 Speed sensor signal, input
− Input, dynamic
− Alternating current, idle. approx. 2 V [Uss], max 80 V [Uss], f = 6 x speed-engine 1/s
A2
A3
A4 LTF0 Temperature sensor, air, sensor ground
A5
A6
A7
A8
A9
A10 LTF1 Temperature sensor signal air, input
− Input, analogue
− NTC; with rising temperature, the voltage at the input falls
A11
A12 LDF1 Boost pressure sensor signal, input
− Input, analogue
− Absolute pressure sensor
A13 DZG0 Speed sensor, sensor ground
A14
A15 NBF0 Needle movement sensor, sensor ground
A16
A17 LDF0 Boost pressure sensor, sensor ground
A18
A19
A20 MAB-A Shutdown signal, delivery volume solenoid valve, output
− Output, digital
A21
A22 WTF1 Temperature sensor signal, coolant, input
− Input, analogue
− NTC; with rising temperature, the voltage at the input falls
A23 LDF2 Boost pressure sensor, power supply (5 V), output
− Output, supply
A24 CAN2-L CAN 2 low signal, pump control unit
− CAN-L PSG − EDC, data bus
A25
A26
A27 CAN2-H CAN 2 high signal, pump control unit
− CAN-H PSG − EDC, data bus
A28
A29 NBF1 Needle movement sensor signal, input
− Input, dynamic
A30
A31
A32
A33 LGS-A Idle-speed switch, Output
− Limited power in the event of a margin of error in CAN communication
A34
A35 TDS-A / DZG-A Speed signal, engine, to pump control unit, output
− Output, frequency
− U-Batt. positive to U-Batt. negative; rectangular signal, f = 6 x speed-engine 1/s

107
 Plug connections

Connector B, vehicle functions

Pin Short description Complete description

B1 BAT− Battery, ground point, driver’s cab
− Input battery negative
− Current consumption: engine at standstill = 0.9 A; Idle = 1.5 A; Operation = 4.5 A; Imax = 16 A
B2 BAT − Battery, ground point, driver’s cab
− Input battery negative
− Current consumption: engine at standstill = 0.9 A; Idle = 1.5 A; Operation = 4.5 A; Imax = 16 A
B3 BAT+ Battery +, power supply via main relay terminal 30
− Input battery positive
− Current consumption: engine at standstill = 0.9 A; Idle = 1.5 A; Operation = 4.5 A; Imax = 16 A
B4 BAT+ Battery +, power supply via main relay terminal 30
− Input battery positive
− Current consumption: engine at standstill = 0.9 A; Idle = 1.5 A; Operation = 4.5 A; Imax = 16 A
B5 TDS-A Speed signal, engine (crankshaft), output
− Output, frequency
− U-Batt. positive to U-Batt. negative; rectangular signal, f = 6 x speed-engine 1/s
B6 DIA-1 Diagnosis / fault display EDC
− Output, digital
− Imax 1 A; U-Batt. positive to U-Batt. negative
B7
B8 FGR1 Control box functions, input
− Input, analogue
− Resistance-coded vehicle functions; EDC control box (EBE) keys: SP, Set−, Set+, Off
B9 CAN10 Ground PWG idle switch and control box
B10
B11 CAN1-L CAN 1 Low-Signal
− CAN-L EDC − MMDS
B12 CAN1-H CAN 1 High-Signal
− CAN-H EDC − MMDS
B13 ISO-K ISO-K line
− ISO adapter, MAN-Cats
− Diagnosis connection, delete fault memory
B14
B15 K15-E Power supply via terminal 15, input
− Input, digital
− Ignition, U-Batt. positive
B16 PWG2 Pedal value sensor, power supply (5 V), output
− Output, supply
− Direct voltage, controlled; U ∼ 5 V
B17 LGS-E Pedal value sensor idle switch, input
− Input, digital
− Is switched to ground at approx. 1 V pedal value sensor signal
B18 MAR-1 Activation relay redundant shutdown (MAR), output
− Output, digital
− Run-on test; pull bridge B18 off test box − after 3 seconds, engine must shut down
B19
B20
B21 LLA-E Idle speed rise, input
B22 FMS-E Switch function mode FGR / FGB, input
B23 PWG1 Pedal value sensor signal, input
− Input, analogue
− U-Idle = 0.6 V; U-max = 3.2 V
B24 ISO-L ISO-L line
− ISO adapter, MAN-Cats
− Diagnosis connection, delete fault memory; ground, dia. button in the EDC control box (EBE)
B25 LGS-A
B26 BRE-E Control box function, input
− Input, digital
− U-Batt. positive, Br. button in the EDC control box (EBE)

108
 Plug connections

Pin Short description Complete description

B27 HRL-0 Activation main relay (negative potential), output
− Output, digital
− Imax = 1 A; U-Batt. positive to U-Batt. negative
B28
B29
B30 PBM-E DKR signal, input
B31
B32
B33
B34
B35 PWG0 Sensor ground, pedal value sensor and resistance group

109
 Engine terminal box

The engine terminal box is available in 4 different versions:

1. With pedal value sensor and a supply voltage of 24 V (standard) or 12 V
− to be connected to X9 (mechanical engine control)
− an electric engine control system with a 4−20 mA throttle lever signal can be connected to X9 (pedal
travel sensor is then disconnected)
2. Without pedal value sensor and a supply voltage of 24 V (standard) or 12 V
− The only option here is electric engine control via throttle lever system with a 4−20 mA signal

Pedal travel sensor attached

10

9 3

8
5
7

À Terminal box lid complete with printed film to Ä X5 Connection to the other terminal box
aid detection of operating and fault statuses Å X2 serial data bus for display equipment
displayed by the LED Æ X4 Boatyard connector
Á X9 for mechanical or electric engine speed con- Ç Not used
trol È CAN bus for VDO-CAN instrument dials
 Emergency-off switch É X1 engine and EDC cable harness
à X8 for electric gearbox control

110
 Engine terminal box

Fuses and charge indicator lamp

without pedal travel sensor

1 2 3 4

À Fuse for gearbox triggering and engine elec- Â Alternator charge indicator lamp
trics, F7 Ã EDC fuse, F5
Á MMDS fuse, F6

111
 Engine terminal box

Engine terminal box (12 V) with components

À MMDS diagnostics unit (specify engine type when ordering)

Á EDC control box, item no. 51.11615−7324
 MAN-Cats diagnostics plug
à DC-DC Converter 12−24 V, item no. 51.27720−7027

112
 Engine terminal box

MMDS-DC 12 voltage transformer for 12 V version

Introduction
A 24 VDC supply voltage is required for operating the MMDS alarm, safety and diagnostic system and its
components. In the case of plants which operate with a battery voltage of 12 VDC, the MMDS-DC
12 serves as a voltage converter and signal transducer.
The 12 VDC voltage from the engine battery is transformed up to 24 VDC.
The ignition signal (term. 15) and the “Ignition via emergency stop” (K2/14 engine terminal box) are stepped
up from 12 V potential to 24 V potential.

Design
The voltage converter is installed in the engine terminal box. The module consists of an electronics board
which is covered by a front plate. All the connections are made by way of a 10-pin plug-in terminal strip.
Next to the terminal strip is a plug-in fuse which can be accessed from the front and replaced with the aid
of a pair of pointed pliers.
The device is fitted with M4 screws by way of three mounting brackets.

Plug-in terminal strip

Front plate
Electronics board
Plug-in fuse
Mounting bracket
2.5 A, quick-blow

Design of MMDS-DC 12

Function
The MMDS-DC 12 module is required in plants with 12 VDC operating voltage as a DC/DC converter.
The converter converts a 12 VDC input voltage (term. 1) to 24 VDC and makes it available at the output
(term. 3). Both voltages have a common reference potential (term. 2).
The input signals are stepped up via relays from 12 to 24 VDC.
D Relay K5 picks up when the 12 VDC ignition voltage (term. 15 engine terminal box) is applied at
terminal 4. A 24 VDC voltage is output again at terminal 7. This output serves to supply the devices
(MMDS-LC, MMDS-L) connected to the MMDS-SD serial distribution box for the “D28” monitoring
system only
D The 12 VDC ignition voltage carried by way of the emergency stop is connected to terminal 5 (K2/14
engine terminal box). If voltage is applied here, relay 4 connects a 24 VDC signal to terminal 6.
This acts as the ignition signal for the MMDS diagnostic unit.
If the ignition is switched off or in the event of an emergency stop, this output is deactivated and the
MMDS switches to run-on mode

113
 Engine terminal box

Technical data
Output voltage: 4...18 VDC Output voltage: 24 VDC $ 0.3 VDC
Ambient temperature: 0...75_C Power: 36 W, briefly 50 W
Protection: 2.5 A, quick-blow Fuse: 2.5 A, quick-blow

Maintenance
Maintenance of the device is limited to checking the terminals for secure cable seating and for secure seat-
ing of the mounting screws.

Faults
The fuse must be replaced if no 24 VDC output voltage can be measured at terminals 3/2 when 12 VDC
input voltage is applied at terminals 1/2. If this proves unsuccessful, the device must be sent in for repair.

Em-R / terminal 4
Em-R / terminal 3
Connection diagram

30 (12 V)

31 (Bat−)
Bat− (31)
104

X2
K3 A2 B1
8s 103 +24 V

Bus line to the serial distribution box MMDS-SD

Emergency stop

A1

(connection MMDS-LC, MMDS-L, Em-C

+24V cont.positive (output converter)

Ignition (24 V)

+
102

1
MMDS
Operation of the time relay (EDC)

S86 S87 S89 E-4 E-3 -

2
3
4
SO3
15 (Ignition 24 V)

89

5
in 24 V version

SO2
87

6
31 (Bat−)

SI2
86
Option:

7
8
K1

10

50 (24 V)
Start

50g (Start)
9

16 A
+ (24 V)
K2

Ignition
8

MMDS-EP
Zü-24

5A
Ignition (24 V)
7
MMDS-DC12

5A Ignition /
6
Zü-12

Emergency stop 24 V
Zü-Ns
K4

Ignition / Emergency
+ (12 V) 5
+ (12 V)

stop
K5
Bat−
12 V

24 V

15

Ignition (15)
4

16 A

24 V Output
3
Si
Out
Converter

In

Bat− (31)
2

12 V Input (30)
1

Ignition / Emergency stop (from K2/14)

X4

Ignition 15

Start 50g
16
10 A
F7

Boatyard connections
30

Bat+ (12 V)
50g 15
20 A
F5

4
EDC (12 V)

3
Supply

30

2
31

Bat−
1
31

114
 Engine terminal box

Engine terminal box (12 V, 1st layer opened up)

À EDC control unit (engine number must be stated when ordering)

115
 Engine terminal box

Engine terminal box (24 V) with components

À MMDS diagnostics unit (specify engine type when ordering)

Á EDC control box, item no. 51.11615−7269
 MAN-Cats diagnostics plug
à Starter interlock relay, item no. 81.25902−0454

116
 Location of sensors for combustion air system

Boost pressure sensor (LDF1) for the EDC and

MMDS
Fig. 1
Item no.51.27421−0180
Description:
The boost pressure sensor (MAN-Cats number:
B125) serves to measure the absolute boost pres-
sure.

Fig. 2
Installation position:
Top side of engine, near to the intercooler on the
intake pipe.

2
Charge-air temperature sensor (LTF1) for the
EDC and MMDS
Fig. 3
Item no. 51.27421−0077
Description:
The temperature sensor for charge-air temperature
is an NTC resistor. It is located in the intake mani-
fold and provides the control unit with information
on the charge-air temperature.

3
Fig. 4
Installation position:
Top side of engine, near to the intercooler on the
intake pipe.

117
 Location of sensors for cooling system

Coolant temperature sensor (WTF1) for the

EDC and MMDS
Fig. 1
Item no. 51.27421−0113
Description:
The temperature sensor coolant (MAN-Cats
number: B124) is an NTC resistor. It provides the
control unit with information on the coolant.

Fig. 2
Installation position:
Top side of engine between cylinder 5 and
cylinder 6 beside the heat exchanger.

118
 Location of the speed sensor

RPM sensor (DZG1) for the EDC

Fig. 1
Item no. 51.27120−0008
Description:
The speed sensor (MAN-Cats number: B199)
picks up the crankshaft speed of the engine and
passes this information onto the engine control unit
in the form of an induction voltage.
The engine control unit evaluates these analog
signals and makes them available in digitalised
form to the pump control unit via pin A35 and the
vehicle peripherals via pin B5. 1
Installation position:
The speed sensor is positioned on the flywheel
housing.

Fig. 2
À Connector X3 for gearbox
Á Connector X30 for commissioning sensors
 Engine speed sensor DZG1 for EDC and
MMDS, Item no. 51.27120−0008
1 2 3
2

119
 Location of the needle movement sensor

Needle movement sensor (NBF1)

Fig. 1
Item no. 51.10100−7413
Description
The needle movement sensor (MAN-Cats number
B198) records the start of injection using a sensor
which is incorporated directly into the injector
holder.
This sensor, through its detection of the needle
movement, is used to calculate the fuel injection
timing (start of injection).
1

Fig. 2
Installation position
The needle movement sensor is located in the
nozzle holder of cylinder no. 1.

120
 Location of fuses

Main fuses
Fig. 1
Location: Left side of engine, starter motor area
À Power relay 50 A Starter motor
Á Automatic fuse switch, positive cable, 20 A
 Automatic fuse switch, negative cable, 20 A

1 2 3
1

121
 EDC diagnostic tools

Bosch socket box (test box) Y462 U00 129

Fig. 1
Connection between control unit and EDC cable
harness in terminal box for testing EDC
Arrow: Connection for control unit
Connectors are coded:
Connector A: right-hand groove
Connector B: centre groove

MAN-Cats interface (white) 93.09000−6171

(Connection between adapter cable and note
book) 1
Fig. 2
À Connector for note book (COM1) 2
07.91491−8215
Á Connector for MAN-Cats interface in terminal
box

Notebook computer
Minimum equipment:
Fig. 3
S 386 processor
S 4 MB RAM
S RS 232 Com 1 interface
S MS-DOS 6.22 or Windows98

Cable harness adapter VP44 Y462 A00 861

Connection between pump control unit and engine
control unit (EDC)
Fig. 4
À Programming pump control unit
Á Check of cable connection
Arrow: Connection for pump control unit

122
 MAN-Cats Diagnostics System

MAN CATS is a diagnostics system for the engine electronics which operates with the aid of a laptop com-
puter.

The features the following functions:

1. EDC faults output in text format onto the laptop
2 Clearing the fault memory
3. Monitoring of the following operational parameters on the laptop:
S Boost pressure
S Control rod position
S Engine speed
S Coolant temperature
S Charge air temperature
S Fuel temperature
S Pedal travel sensor position, i.e. throttle lever position
S Battery voltage
S Additional EDC parameters
S Needle movement sensor
However, the monitoring data cannot be stored or printed .

The following equipment is necessary to work with the laptop:

S Interface, white
MAN Item no. 93.09000−6171
S Software MAN-Cats
Operating System Disk D1
Diagnosis / EOL System Disk
MAN Item number 81.99298−8130 German
81.99298−8071 French
81.99298−8082 English
81.99298−8033 Spanish
81.99298−8014 Italian
S Diagnosis Software Disk D28
EDC Bosch MS 6.4 Stage 2 V 34 (with NBF)
MAN Item number 81.99298−4480 German
81.99298−4481 French
81.99298−4482 English
81.99298−4483 Spanish
81.99298−4484 Italian

123
 MAN-Cats Diagnostics System

Note:
An existing laptop should meet the following minimum criteria for EDC:

S 386 processor
S 4 MB RAM
S 9-pin serial port
Operation of the MAN-Cats software is only permitted under MS-DOS 6.22 or Windows98 in the DOS
mode.

The following PC is required for the MMDS diagnostics system

Laptop with the following specification

Suitable for the MMDS diagnostics system for MAN marine engines:
S 266 MHz processor
S 32 MB RAM
S Hard drive min. 1.0 GByte
S CD-ROM drive
S Floppy disk drive
S Lithium battery charger (without memory effect)
S Trackball
S Serial interface, cable-based
S TFT display, 800 x 600 resolution (pixels width x height), min. 256 colours

124
 MAN-Cats − Software Description

Operation of the MAN-Cats software is only permitted under MS DOS 6.22 or Windows98 in the DOS
mode.

Installation under Windows 98: (required disks D1, D28)

Create a folder with the name “man_cats” on the drive “C:\”. Insert disk D1 (Diagnosis / EOL − system
disk), find and run the file with the name “Install.exe”.
At the required position, select the installation of the diagnosis software “D28” (EDC MS 6.4 stage 2) and at
the same time disable all others. When requested to do so, insert the next disk “D28” and continue.

Under DOS, the program is started in the directory “C:\man_cats\” by entering “diagnosis”.
The following will appear on the screen:

Use the arrow keys to highlight “Diagnostics”, then press “Enter”.

125
 MAN-Cats − Software Description

Using the arrow keys, select “MOT” engine control. Confirm with “Enter”!

Using the arrow keys, select “EDC Bosch MS6.4”. Confirm with “Enter”!

126
 MAN-Cats − Software Description

The following screens appear: Follow the dialogue in each case.

127
MAN-Cats − Software Description

EDC is being scanned

128
 MAN-Cats − Software Description

After this stage, the contents of the fault memory are shown first (see screenshot below).

Fault description:
↑ : too great ¢ Measured value too high
↓ : too small ¢ Measured value too low
− : no signal ¢ Possible line break, sensor faulty
? : implausible ¢ Unknown fault
J : saved ¢ Fault has been stored
n : present ¢ Fault exists at present
~ : sporadic ¢ Momentary fault
! : important ¢ Fault is evaluated by priority

Frequency: For each new or renewed occurrence of a fault, the corresponding frequency counter is in-
creased by 1. If the fault is no longer present when ignition is switched back on again, the fre-
quency of the fault is reduced by 1.

Peripheral conditions: Shows other important measurement variables as additional information, e.g. the
engine speed at which the fault occurred and the magnitude of the fault.

129
 MAN-Cats − Software Description

Guided by the menu, you now come to the “Instructions / Questions” dialogue box.
Depending on the version of the software, here you will find various submenus which are explained in detail
on the following pages.

130
 MAN-Cats − Software Description

In the “Control unit identification” submenu, you will find, for example, the engine number, which must
be checked. If the wrong control unit has been assigned to the wrong engine, it is essential that you inform
MAN. For further details, see the screenshot below.

The next submenu item, “Fault memory contents” once again shows the current fault memory of the
EDC (see screenshot on page 129).

The submenu item “Actuator test” contains the check of the injection pump and the diagnosis lamp.

131
 MAN-Cats − Software Description

When you press the “Enter key”, this message window appears for a brief moment and then changes auto-
matically into the main menu “Actuator test”.

Important: observe the fuel pump!

Again from the main menu “Actuator test”, see above, the diagnosis lamp “EDC failure” can be checked.
After the test, there is an automatic change into the main menu “Actuator test”.

Important: observe the diagnosis lamp!

132
 MAN-Cats − Software Description

The submenu items “Monitoring 1−5” show various engine parameters, see the following illustrations.

Description:
Pedal value sensor B127: Speed setting via pedal value sensor (PWG) or throttle lever control
Coolant temperature B124: NTC resistor for recording the coolant temperature
Fuel temperature (CAN): Temperature sensor is located directly in the injection pump VP44
Idle switch B127: Is located directly in the pedal value sensor; in position “Idle”, switch “OPEN”
Brake contact S158: Not used in the naval area
Clutch contact S159: Not used in the naval area
Control box S157: EDC control box, type EBE-EDC
Resistance group R134: Not used in the naval area

133
 MAN-Cats − Software Description

Description:
Primary speed B199: Rpm sensor DZG1 on the flywheel housing
Speed from pump: Speed sensor in the pump control unit
NBF signal B198: Needle movement sensor records the start of injection in [_ KW] at cylinder 1
Start of injection setpoint value: Specified value of the start of injection from control unit in [_ KW]
Boost pressure B125: Boost pressure sensor in the intake manifold measures the relative boost pressure
in [mbar]
Setpoint injection volume: Specified value of the injection volume from engine control unit to pump con-
trol unit in [mg]
Delivery volume solenoid valve: Solenoid valve in the VP44 for control of the injection volume
SV actual / setpoint: Comparison of the injection timing mechanism actual / setpoint value in [_ KW]
Injection timing mechanism: Information on the position of the injection timing mechanism plunger within
the adjustment range in [%]

134
 MAN-Cats − Software Description

Description:
MAB signal: Solenoid valve cutout; valve in the injection pump
Engine shutdown: Not used in the naval area
Engine shutdown input: Not used in the naval area
Engine brake contact: Not used in the naval area
MAR signal: Solenoid valve cutout relay; interrupts power supply to the pump control unit

135
 MAN-Cats − Software Description

Description:
FGR status: Driving speed control; not used in the naval area
FGR / FGB switch: Driving speed control / driving speed limitation; not used in the naval area
FGR setpoint value: Not used in the naval area
FGB status: Not used in the naval area
ZDR status: Intermediate speed control; not used in the naval area
ZDR switch 1: Intermediate speed 1; control; not used in the naval area
ZDR switch 2: Intermediate speed 2; control; not used in the naval area
Idle request: Input for engine shutdown function

136
 MAN-Cats − Software Description

Description:
Engine mode: Torque limitation: engine is located in various maps that limit the power
depending on the load point (full load map, smoke map).

Operating mode: Display of current engine operating mode

− Normal operation
− Idle control
− Driver request
Battery voltage: Display of current battery voltage in [V]
Tachograph: Not used in the naval area.
Start map: Possibility to activate own maps during starting
Options: − before start
− during start
− after start

137
 MAN-Cats − Software Description

Depending on the software version, there is also a “Monitoring X” or “Definition Monitoring X”

submenu.
In “Definition Monitoring X” up to 6 freely selectable measuring channels can be selected by pressing
“Enter” (see screenshot below).

Display ON = 1

Display OFF = S

When you have finished selecting the measuring channels, select “Complete definition of monitor window”.
After this, you can view the selected measuring channels in “Monitoring X”.

138
 MAN-Cats − Software Description

After diagnosing or measuring the engine parameters, select “End”.

Once you have left the “Instructions / Questions” main menu by pressing “Enter”, the following will ap-
pear on the screen (see screenshot below).

139
 MAN-Cats − Software Description

Confirm with “Yes”. Now both fault memories − flashcode memory and fault memory MAN-Cats − are
deleted.
Confirming with the “Enter” key guides the user through the menu (see ...).

140
 MAN-Cats − Software Description

Following the instructions above will return you to the beginning of the program.

You can now select “Exit” to quit the “MAN_CATS” software.

141
 EDC testing with socket box

Notes on how to carry out the test can also be found in the test procedure for EDC MS 6.4, stage 2,
page 48

4 1

The 1st layer À of the EDC control unit must be unscrewed and folded up à to provide access to the con-
nector Á. Remove the MMDS control À. Fold bracket Á for fan and EBE-EDC to the side. Remove the
4 control unit screws, pull off the EDC connector  and remove the EDC.

142
 EDC testing with socket box

Testing with engine running, ship stationary

1 2

Reason: Voltage measurement of EDC engine components

D Engine off
D Disconnect EDC control unit plug À and connect it to the socket box (test box)
D Connect the socket box plug (test box) on the EDC control unit Á
D Start the engine

Testing with the engine stationary

Reason: Measuring the resistance of the EDC engine components
D Ignition off
D Disconnect plug Á on the EDC control unit

143
 EDC testing with socket box

Relay in 12 V terminal box

1
2
3
4
5

There are 9 relays in the terminal box; they have the following functions:
À MAR − solenoid valve cutout relay; (interrupts power supply to the pump control unit)
Á K10 − Duplicate centre-zero relay (supply for displays)
 K3 − Time relay (off-delay centre-zero relay t=10 seconds)
à K8 − Sensitive relay (coil excitation ensured from 6−24 V) only with 12 V version
Ä K9 − Power boost relay ignition on / off
Å K1 − Voltage supply for EDC and emergency running unit
Æ K2 − for redundant shut-off device. MMDS (ignition on)
Ç K4 − Direction of movement relay (gearbox ahead)
È K5 − Direction of movement relay (gearbox astern)

144
 EDC testing with socket box

Relay in 24 V terminal box

There are 7 relays in the terminal box; they have the following functions:
À K3 − Time relay (off-delay centre-zero relay t=10 seconds)
Á K5 − Direction of movement relay (gearbox astern)
 K4 − Direction of movement relay (gearbox ahead)
à K2 − for redundant shut-off device. MMDS (ignition on)
Ä K1 − Voltage supply for EDC and emergency running unit
Å MAR − solenoid valve cutout relay; (interrupts power supply to the pump control unit)
Æ K9 − Power boost relay ignition on / off

145
 Flybridge Bridge Engine room

options
options

these two
these two

necessary
necessary

Only one of
Only one of
1

Battery −
2

Battery +
3

Start / stop
Ignition lock Ignition lock
4
31 30 50g 15

Ignition
5
61

Battery check
D+

Emergency stop

30
30

start
start
7

Emergency stop

Engine
Engine

on / off
on / off

15
15

Ignition
Ignition
8
9

Oil pressure

50
50
Coolant temperature
Horn
+ Supply bridge control
15 31

− Supply bridge control

Charge indication
24 V / 3 W − 12 V / 3 W Start interlock
Charge indication
24 V / 3 W − 12 V / 3 W Start interlock

146
10 11 12 13 14 15 16

Ignition on / off

stop
stop

ency
ency

Emerg-
Emerg-
X4 External coding

Oil pressure − Control 3 W

Oil pressure − Control 3 W

Coolant temperature −
Voltage supply

Control 3 W Coolant temperature −

Control 3 W
Horn
Throttle lever control system
charge indication, charge-air preheating, alarms
Connections: Boatyard start / stop, emergency stop,
 Engine start / stop: Bridge / Flybridge / Engine room

The engine should be started and stopped using the ignition lock or alternatively using the version without
starter lock. In this case the ignition is switched on and off via the power boost relay (K9) with a button.
The engine start is also using a button (engine start button).
To be connected using the X4 boatyard connector (see diagram on page 146).
In the engine room, the engine can be started and stopped using the ignition lock on the MMDS-EP engine
room panel (optional), (Connection via plug X7 on the terminal box).

Shutdown operation with ignition lock

1. Ignition lock position 1, position 0: Engine stopped
2. Wait 2 minutes (run-on test)
3. Switch off battery main switch

Shutdown operation with button (ignition On / Off)

1. Press ignition button 1x: engine stops
2. Wait 2 minutes (run-on test)
3. Switch off battery main switch

Caution:
As a general rule, switching off the voltage supply to the EDC engine control system using the bat-
tery main switch is to be avoided if the ignition is on.

If the switching off procedure is not followed, this may cause fault codes to be entered in the EDC memory
and may result in a reduction in engine speed, since the control unit voltage supply has been interrupted
during the EDC run-on phase.

147
 Emergency stop

Emergency stop on terminal box

A standard feature of the terminal box is a latching emergency stop switch.
If this switch is operated, the engine switches itself off and the starter motor can no longer be activated.
If the starter motor does not turn when the engine is being started, check whether the emergency stop
switch has been operated.

Emergency stop: bridge, flybridge and engine room

Additional emergency stop switches can be connected to the X4 boatyard connector (see diagram on
page 146). An emergency stop switch, located in an easily accessible position, should be installed in the
engine room.
It is essential that such emergency stop switches are installed when electric throttle lever controls are fitted.
If no additional emergency stop switch is installed, a jumper must be fitted across terminals 6 and
7 in connector X4.
Operation of the emergency stop switch does not cause an EDC fault to be entered in the control unit, be-
cause EDC run-on is ensured.

148
 Charge indication, charge-air preheater, alarms

Charge indication
A charge indicator lamp is already installed in the terminal box (see figure on page 111).
An additional indicator lamp for monitoring the charge current of the alternator can be connected to the X4
boatyard connector (see diagram on page 146). Connection terminal pin 5.
When the engine is stationary, the lamp lights up and supplies the alternator excitation current. If the lamp
lights up when the engine is running, the alternator charge voltage has failed, i.e. the alternator is faulty or
the V belt has broken.
Several devices use the charge indication as an “engine running” signal, e.g. the starter interlock repeat
relay.
D+ should be approximately 2 VDC when the engine is stationary and “ignition” is on. When the engine is
running, D+ y should be U-Batt. An incorrect signal to D+ may result in the engine not starting or the
starter being switched on when the engine is running.

Alarms
If the engine monitoring system (MMDS) triggers an alarm, a warning device, e.g. a horn, can be con-
nected to plug X4 (see diagram on page 146) pin 11. This is an MMDS relay contact
(NO contact) which, in the event of a fault, outputs terminal 15+ to pin 11 of plug X4.
In parallel with this, a group alarm relay drops out (even if MMDS should fail) and closes an NC contact
which is output via plug X4, pins 9 and 10 (see diagram on page 146). Contact load of both relays should
be 6 A.
For further details on this and on the “MMDS” engine diagnosis and monitoring system, see the separate
booklet describing the MMDS system.

149
 Connection for electric throttle lever control with
4−20 mA output signal

The basic connection for the 4−20 mA throttle lever signal is described on page 13. The following pages
contain a summary of other aspects of the electrical control system.
The MAN installation guideline specify that the engine should be potential-free. In other words, battery “−”
should not be connected to the ship’s potential. This same principle must also be followed when connecting
the throttle lever control.

Voltage supply
The boatbuilder can arrange the voltage supply to the throttle lever either via
D Ignition terminal 15 (+) / 31 (−) or
D Battery terminal 30 (+) / 31 (−) or
D A separate voltage supply.

a) Voltage supply to the throttle lever via ignition (terminal 15/31)

It is recommended that the voltage supply to the throttle lever control system is connected through the X4
boatyard connector to pin 4 (15+) and pin 1 (31−) (see diagram on page 146).
This ensures that when the ignition is switched off, the throttle lever control system is also switched off.
The battery will not be accidentally drained.

b) Voltage supply to the throttle lever control system via battery (terminal 30/31)
If the throttle lever systems are connected to the battery voltage the safety measures provided by the
manufacturer must be taken into account.
If the power consumption of the throttle lever control system is never more than a maximum of 3 A when
operational, terminals 30 (Bat+) and 31 (Bat−) in the boatyard connector can be used for this.
See diagram on page 146, plug X4 pin 1 (31−) and pin 2 (30+), for how to establish this connection.
Otherwise the system is connected direct to the battery.
Ensure that the throttle lever control system is disconnected from the battery if the vessel is left unattended
for a fairly long period (several days). Use the battery master switch to do this.
Otherwise the battery may discharge and in serious cases there may be difficulties in starting.
Mini-Marex-C system: power consumption at 24 V supply voltage.

Closed-circuit current consumption with two command initiators approximately 0.6 A

(main bridge and flybridge)
Nominal current consumption with two command initiators approximately 3 A
Actuator with electric gearbox output

150
 Connection for electric throttle lever control with
4−20 mA output signal

c) Connection for start interlock

General:
The start interlock system ensures that the engine cannot be started when the gearbox is engaged.
D If the electric gearbox control system is operated by a throttle lever control system (e.g. Bosch-Rexroth,
Marex-SB, Mini-Marex system) and is routed through the terminal box, plug X8, a start interlock is guar-
anteed by the relays K4 and K5 in the terminal box. In this case, jumper plug X4, pins 14 and 15
D If the gearbox control system is not routed through the terminal box, we recommend, for safety reasons,
that it is connected via plug X4, pins 14 and 15. These are to be connected to an NC relay of an existing
throttle lever control system (see figure on page 146)

d) EDC speed signal for engine synchronisation

An engine speed signal, supplied by the EDC, is provided, potential-free, at plug X9, pins 15 and 16.
This can be read into the throttle lever control system for engine synchronisation purposes.

+ − − +
Terminal box Plug X9
16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
A
Plug A for throttle + −
lever for electric − +
triggering of engine
EDC speed Input
signal output 4−20 mA for
engine control

EDC rpm signal: U

Pulse duty factor: 30:1

H = U-Batt 24 V
TDS-A (input)
measured at: EBE Pin 1+ / EDC Pin 22
L = 1.3 Volt
0V t

Speed signal (output) 14 V

(RL = 8 kOhm)
measured at: EBE Pin 1+ / EDC Pin 22 1.3 V
0V
tmax = 600 µSec

See also page 20.

151
 Connection for electric throttle lever control with
4−20 mA output signal

e) Engine control with pedal travel sensor PWG

If plug B with attached pedal travel sensor is plugged into plug X9, the engine can be controlled mechan-
ically, e.g. by means of a Bowden cable.

14 13 6 5 4

Plug B for throttle

lever for mechanical
triggering of engine
1K
1K

1K

Pedal travel sensor

with idle-speed switch

152
 Connection for electric throttle lever control with
4−20 mA output signal

f) Engine control with 4−20 mA signal

Plug EDC control box 51.11615−7269 Plug

X9 X9

9 14 Isolating 16 11
trans-
former
Input 4−20 mA
I U Terminal 3
10 15 10 EDC “−”

+ − − +

V V

4 mA ¢ 1.92 V Isolating 0.64 V

transformer 1 mA = 160 mV
20 mA ¢ 9.6 V 3.2 V

It is possible to feed in a 4−20 mA current signal for controlling the engine through plug X9 and plug A.
4−20 mA = idle − full load.
In the EDC control box 51.11615−7269 the 4−20 mA signal is galvanically separated from the EDC and
converted into a voltage signal (4−20 mA ¢ 0.64−3.2 Volt).
Identical to 12 V EDC operating unit 51.11615−7324.
Plug A has screw terminals, which means that no crimping tool is required to connect it.

Note: Signal resolution

For sensitive control of the engine speed and for minimal fluctuations during synchronisation, a res-
olution of at least 8 bits is required for the 4−20 mA current signal. Better results can be achieved
with 10 or 12-bit resolution.

153
 Connection for electric throttle lever control with
4−20 mA output signal

g) Electric gearbox control

The electric gearbox control can be connected, potential-free, via plug X8 for ahead and astern.
Plug X8 is wired up direct to the engine plug X1 and then to the gearbox plug X3 on the flywheel housing.
The mating plug for X8 is delivered with the system.

− −
+ +

8 7 9 X3
Gearbox ahead Gearbox astern

F5 F6 F11
X1

Terminal box

− + +
3 2 1

Plug
on terminal box 4 1
8 7 6 5 3 2
for electric X8
gearbox control

154
 Possible throttle lever control for D08 marine engines made by
Bosch Rexroth: Marex SB and Mini Marex-C

Marex SB (Small Boats) Standard for D08 engines

Control system design:
− Engine speed control (electric 4−20 mA)
− Gearbox control (electric-digital)
− Throttle lever connected via CAN bus
Options:
− Two engines with one control unit
− Speed synchronisation possible
− No trolling possible
− Maximum of 6 command initiators
Structure: (example with two engines and two command initiators)

Control head 1

Control head 2
(max. 6)

CAN bus
CAN termination at the last
command initiator

Marex SB
control unit

Gearbox control + Speed recording via connector X9

X9 X9

X8 X8

MMDS terminal box port MMDS terminal box starboard

155
 Possible throttle lever control for D08 marine engines made by
Bosch Rexroth: Marex SB and Mini Marex-C

Mini-Marex-C
Control system design:
− Engine speed control (electric 4−20 mA)
− Gearbox control (electric-digital)
− Speed synchronisation
− Trolling possible
Options:
− One control unit for each engine
− Maximum of 4 command initiators
Structure: (example with two engines and two command initiators)

Control head 1 Control head 2

(max. 4)

Mini-Marex C Mini-Marex C
control unit control unit

Communication line

Speed recording via X9 Gearbox control via X8

X9 X9

X8 X8

MMDS terminal box port MMDS terminal box starboard

156
 Brief description of the 4−20 mA
throttle lever control system Marex SB

System components / individual parts

The system comprises the following system components and individual parts:
Throttle lever station for twin-engined systems (51.25505−7000)
(for bridge, flybridge, identical for all bridges)

CAN − Output CAN − Input

External switch for shut-

down of the bridge change
(bolt connection closed
with blind plugs)

Clutch connector - contact assignment

1:−
2 : + 8 V DC operating voltage
3 : CAN-L
4 : CAN-H
5 : CAN end

Device is set to bus address 1

Panel cutout

Technical data
Therm. operating range: 248 K ... 343 K

Protection
category above desk top: IP 66 − IEC 529 (DIN VDE 0470)

below desk top: IP 66 − IEC 529 (DIN VDE 0470)

Colour: Housing: matt black

157
 Brief description of the 4−20 mA
throttle lever control system Marex SB

Control electronics (electronics box) (51.25935−7002)

(two engines can be operated with one box)

Technical data
Supply voltage: 12 V / 24 V DC −25% / +30%
max. load current: 10 A
Fuse: 10 A (T)
Relay outputs:
max. turn-on voltage with resistive load: 32 V
max. turn-on current
with resistive load: X5, X6 − 1 A
K71−K73 − 2 A
with inductive load for L/R0 7 ms: X5, X6 − 1 A
K71−K73 − 2 A
Current output: 4−20 mA
min. load: 500 Ω
Digital input:
Input “0”: 0 ... 1 V
Input “1”: 2.5 ... 32 V
Ambient temperature: 248 ... 343 K
Relative air humidity: 100%
Vibration resistance: 0.7 g (2 ... 100 Hz)
Protection category: IP 44 − IEC 529 (DIN VDE 0470)
Weight: 3.5 kg
Paint: blue − RAL 5009

158
 Brief description of the 4−20 mA
throttle lever control system Marex SB

Connection assignment of the control unit

(51.25935−7002)

X1 X2 X3 X4 X5 X6 X11 X12 X21 X22 X40 X41

1 2 1 2 1 2 1 2 3 4 1 2 1 2
GND

GND

GND

GND

GND
+8 V

+8 V
+0 V
Vcc

Vcc

Vcc

Vcc

Vcc
12 V / 24 V supply voltage

CAN-GND
CAN-H
CAN-L
+8 V
+0 V

Start interlock

Servomotor 1

Servomotor 2
yellow
brown
white

black

grey

Alarm

X90
Command initiator

Notes on wiring
Except for the supply cable, only shielded cable may be used.
The shield attenuation of these cables must be at least that of the recommended control cable LIYCY.
The cable feed-through should be selected in such a way that the connection to the terminal is as short as possible.
Long wire loops in the housing should be avoided at all costs.
Only metallic heavy gauge conduit threaded connections may be used. These must enable the shield to contact the entire cir-
cumference within the connection.
The screw connections must be secured with nuts that guarantee good contact to the housing.
The requirements of the document “EMC needs for electrical components in ship’s systems”
(MRP no.: 346 064 970 3 (980)) must also be met.

159
 Brief description of the 4−20 mA
throttle lever control system Marex SB

Arrangement of the assemblies

− Control unit (standard)
− Expansion board I (standard) engine 1
− Expansion board II (option) engine 2
− Synchronous board (option)

Synchronous board Control unit

Expansion board I Expansion board II

160
 Brief description of the 4−20 mA
throttle lever control system Marex SB

Expansion board I
Single engine / in the case of twin engine, port (51.25935−7002)

K71 K72 K73

71 72 73 74 75 76 77 78 79 80 81 82

Setpoint forwards [

Setpoint reverse [

Actual forwards

Actual reverse
GND

GND
Vc [

+[

−[
Vc
Valve activation
Voltage supply

Current output
Start interlock

Engine speed
Confirmation
Gearbox

Gearbox

Gearbox

Idle

[ cable single engine / twin engine, port

[[ cable twin engine, starboard

161
 Brief description of the 4−20 mA
throttle lever control system Marex SB

Expansion board II
Twin engine, starboard (51.25935−7002)

K71 K72 K73

71 72 73 74 75 76 77 78 79 80 81 82
Setpoint forwards [[

Setpoint reverse [[

Actual forwards

Actual reverse
Vc [[

+ [[

− [[
GND

GND

Vc
Valve activation
Voltage supply

Current output
Start interlock

Engine speed
Confirmation
Gearbox

Gearbox

Gearbox

Idle

[ cable single engine / twin engine, port

[[ cable twin engine, starboard

162
 Brief description of the 4−20 mA
throttle lever control system Marex SB

Synchronous board
For speed synchronisation on twin-engine boats (51.25935−7002)

Frequency input Frequency input

Port Starboard

51 52 53 54 55 56 57 58 59 60 61 62

+ [[

− [[
N.C.

N.C.

N.C.

N.C.

N.C.

N.C.

N.C.

N.C.
+[

−[

Actual engine speed

Actual engine speed

starboard
port

[ cable single engine / twin engine, port

[[ cable twin engine, starboard

163
 Brief description of the 4−20 mA
throttle lever control system Marex SB

Connection cable
Command initiator − command initiator
Command initiator − control unit
51.25411−0009

CAN terminating connector for command initiator

51.25435−0172

Technical data
Pin number: 7

Insert with terminal pins

Lock: screw connection

For cables: ∅6−∅12

Cable feed-through closed

Contacts 4 and 5 pressed

164
 Control system design: Bridge 2 Bridge 3 Bridge 4
Additional
Basic function: connectable Engine Engine Engine Engine Engine Engine
Emergency Emergency Emergency Emergency Emergency Emergency
− Engine speed control (electric 4−20 mA) Control heads stop stop stop stop stop stop
− Gearbox control (electric, digital)
Bridges 2−4
Optional features:
− Engine speed synchronisation (active regulation)
− Trolling control (electric 4−20 mA)
Ps Stbd Ps Stbd Ps Stbd

Note:
The control system must only be operated with a separate Connection to Ps
engine emergency-stop device on each bridge. actuator socket no. 2 3 4

The length of power supply cable between the battery and

the supply unit must not exceed 10 m when using a core Engine Engine
Emergency Emergency
cross-section 2.5 mm2. stop stop
Connection to Stb
actuator socket no. 2 3 4

Ps
Ps actuator Stbd
Stb actuator
Ps − Bridge cable
Stb − Bridge cable

103 103
Engine start lock can be
+ − + −
connected as an option

101
102
103
104
101
102
103
104

104 104

165
4 x 2.5mm2 4 x 2.5mm2
Fuse Fuse
F3=16A T F3=16A T
101 + + 101
7 9 8 6 1 1 6 7 9 8

102 102

Battery

Voltage supply
12 / 24 V DC
Communications cable
Brief description of the 4−20 mA

Trolling control cable Gearbox control cable Throttle cable Trolling control cable Gearbox control cable Throttle cable
throttle lever control system Mini-Marex-C

Ps engine Stb engine 1 = Designation for socket on the

actuator

Reversing gear Reversing gear

or gear with or gear with
trolling function trolling function
 Brief description of the 4−20 mA
throttle lever control system Mini-Marex-C

System components / individual parts

The system comprises the following system components and individual parts:
Throttle lever station for twin engined systems (51.25605−7000)
for bridge, flybridge, identical for all bridges

100

157
44
37.2

56

Plug 1 Ps Plug 2 STB

99 65

Panel cutout
42 +− 0.3

50 +− 1

5.5
70 +− 1
125
81 +− 0.3

Technical data Therm. operating range: 248 K ... 343 K

Protection category
Characteristic curve above desk top: IP 66 − IEC 529 (DIN VDE 0470)

below desk top: IP 66 − IEC 529 (DIN VDE 0470)

Colour: Housing: matt black

Lever: Chrome-plated, high polish

Weight: 2 KG
Voltage

Potentiometer data

Resistance: 5 KΩ

Resistance tolerance: $20% ($1 KΩ)

Latched Linearity tolerance: $0.5% ($25 KΩ)
Operating angle
Recomm. operating current in loop circuit: < 0.1 µA
On Switch
Off Max. loop current for fault: 10 mA

166
 Brief description of the 4−20 mA
throttle lever control system Mini-Marex-C

Control electronics (electronics box) (51.11610−6023)

one electronics box per engine is required

284
143

1 2 3 6 4
8 9
10

10 7

33

330 273

310
9.
200

Technical data Plug

Operating voltage: 10 V ... 32 V No. 1 − No. 4: Bridges

Power consumption No. 6: Serial interface

at rest: approximately 0.4 A No. 7: Trolling output
under rated load: approximately 7 A
No. 8: Engine speed input
Therm. operating range: 248 K ... 333 K
No. 9: Solenoid valve output
Protection category: IP 44 − IEC 529 (DIN VDE 0470)
No. 10: External actuator for gearbox
Outputs: Engine speed: 4 ... 20 mA
Trolling: 4 ... 20 mA
Connection terminals
Gearbox: 10 V ... 32 V
(=operating voltage) No. 101: Supply (+)
max. 3 A No. 102: Supply (−)
(per solenoid valve)
No. 103, 104: Start interlock
Voltage filter incorporated into actuator

167
 Brief description of the 4−20 mA
throttle lever control system Mini-Marex-C

Connecting cable between control electronics and throttle lever

various lengths with plug at either end
Connection between engine room and bridge or flybridge

10m: 51.25449−0019
15m: 51.25449−0032
20m: 51.25449−0033
30m: 51.25449−0034

Connection cable between control electronics and MAN engine terminal box for engine speed
triggering with 4−20 mA signal (RPM cable)
with plug at either end

2m: 51.25449−0024
5m: 51.25449−0025
10m: 51.25449−0017
15m: 51.25449−0026

WH
9

BN
10
8

YE
11
7

GN
12
6

LIYCY 4x0.5 mm
BN
13
5

WH
14
4

YE
15
3

GN
16
2

Plug assignment 894 100 208 2

1

Plug assignment 894 100 097 2

168
 Brief description of the 4−20 mA
throttle lever control system Mini-Marex-C

Connecting cable between control electronics and MAN engine terminal box for gearbox control
(ahead / astern)
with plug at either end

10m: 51.25449−0018
15m: 51.25449−0027

BU

8
”L” BU

7
PK PK

6
GY GY

5
LIYCY 7x1 mm
YE YE

4
GN GN

3
BN BN

2
WH WH

1
Plug assignment 894 100 095 2 Plug assignment 894 205 066 4

Connecting cable between Ps electronics box and Stb electronics box.

with plug at either end (communications cable) for engine speed synchronisation and master-slave setting
of the two engines.

5m: 51.25449−0028
10m: 51.25449−0020
15m: 51.25449−0029
20m: 51.25449−0030

169
 Brief description of the 4−20 mA
throttle lever control system Mini-Marex-C

Connecting cable for voltage supply to the control electronics and connection to the gearbox start
interlock system

To be wired and configured by the boatyard.

Connection to the MAN terminal box via heavy gauge conduit threaded connection is possible.

See figure on page 165.

Optional accessories:

Connecting cable between electronics box and gearbox for triggering electric trolling valve

plug at either end, one of which must be removed.

The output for triggering the trolling valve is 4−20 mA.

4 mA: 100 % slip
20 mA: 0% slip

2 m: 51.25449−0035
5 m: 51.25449−0036
10 m: 51.25449−0037
15 m: 51.25449−0038

170
 Circuit diagram for MMDS 24 V

Coolant pressure after coolant pump

−0.5− +0.5 bar / 4−20 mA

−0.5− +0.5 bar / 4−20 mA

Exhaust temperature after turbocharger

Exhaust back pressure

Coolant pressure AB
Battery

0−2.5 bar / 4−20 mA

0−6 bar / 4−20 mA

0−6 bar / 4−20 mA

See water flow

Intake vacuum
+

Fuel pressure
min 502 Optional

4−20 mA

Gearbox oil temperature

Gearbox oil pressure
Raised sensors for

Engine oil temperature

0−25 bar / 4−20 mA
Engine oil pressure

Injection pipe leakage

X11 P P P P P

Gearbox oil pressure

commissioning only P

0−6 bar / 4−20 mA

NC, with alarm open

NO (de-energised)
1 4

NiCrNi
Coolant level AB
31 50 30 I I I I I I

Fuel pre-filter
2

Racor, Separ
vi 2.5
D+ W 1 2 1 2 1 2 1 2 1 2

Pt 1000
M 87 85 B+ B−

NC
K7 G − −
20 A automatic circuit breaker

Power relay 20 A

3 + − V5 V6
Starter motor 2 P P A+ B−
11 rd 2.5 X30 1 4 7 8 9 10 X30 X30 5
21 2 3 + +
30 86 Alternator rd gn
F1 I I T
S + S −
1 2 1 2 1 2 B C A
22(k) 12(k)
1

9: Gearbox astern
2 2 1

8: Gearbox ahead
X14 X16
bl
2 2 X3 X3
4 4 1 2 X3 3 4 X3 10 11 12 5 6 8 7 9
X3

bl rd vi rd gr swws rtsw gn viws vi brws brsw ye rtws rtws orsw orsw gr wh wh or bl gn wh visw visw grsw rtsw bl wh
Reserve Reserve x x Reserve

F2 F1 F4 D1 D10 F3 C9 C10 C1 C2 E1 E7 C4 A5 D2 C3 C6 C8 E2 E8 A4 A10 D3 D4 A9 A2 A8 D11 D12 C11 C12 D5 D6 E3 E9 C5 D8 D7 D9

X1

Alternator
1 1 1 gn wh
x x
31

D+
F5 F6 F7
16 A 10 A 10 A
2 2 2
MAR/21 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 37 38 39 40 41 45 48 59 60
Interlock-repeat relay 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 43 46 47 49 50 51 52 53 54 55 56 57 58
V4
Terminals 1/3/5/7/9/11/13/15/19 internal connections
31 A2 D+
D+ 61

Stop (NO)
RS232C for

U-Batt display
V2 30 50f
50e

Output 1

Output 2

Output 3

negative
diagnosis

positive
Alarm Alarm

Ignition

Battery

Battery
RS232C, optically

Input 1

Input 2

EDC fault
serial

serial

serial

serial

serial
Oversteering Remote Horn Optical Oil pressure (NO) Horn Cool. Temp. Reduct. CAN1 CAN2

(NO)
DC+
isolated, optional

S(+)

S(−)
V7 (optional) reduct. ackn. ackn. Reset LED: OK (NO) (NO) (NO) (EDC) (Opt.)
PE 61 62 63 64 65 66 67 68 73 74 81 82 83 84 85 86 89 90 91 92 93 95 96 102 103 104
Diagnostics unit MMDS 69 70 71 72 75 76 77 78 79 80 87 88 94 97 98 99 100 101
2 24 V
4 Emergency 3W
stop 2.1 EBE
V3 Term. 13

Overrevving
test
Emergency Relays
stop 1.2 K2/14
EDC B12
−A2 14 12 24 22 22 24 12 14 A2 −
EBE EDC B11
Term. 13
31 30 30n K4 K5
31

+A1 11 21 21 11 A1+
+A1 1 3
K9
K2/11
Emergency
stop 2.2
−A2 2 4
15 15

15
15
30 30
13
30 30 30
31 V1
31 31 31 12
31 31

K3/18 K3/18 X9/1 X9/3 X9/2

− + +
3 2 1

blk bl wh br
gn/gb blk bl wh br
KW S86 S87 S86 S87S89
31 30 50g 15 61 30 30n O−P T H 30 31 A A − + A A D/A − + L H 31’ 30 S

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 8 7 6 5 4 3 2 1 4 3 2 1 8 7 6 5 4 3 2 1 5 4 3 2 1 Gearbox plug 8 7 6 5 4 3 2 1
X4 X5 X7 X2 X6 X8
External coding

Connecting in cable
Terminal box Emergency stop Start interlock 1−3
Remote 2−4
reduction 3−1
6−2

Shipyard connections Connection to other

terminal box
Double display
Display units
Alternatively D/A (for class / IBN-DK)
Display units + dials
CAN for display
4−pin + screen

F1: Main fuse

F5: Fuse EDC K4/K5: Duplicate centre-zero relay 10 A V2/V3/V7: Diode 5 KP 33 A
F6: Fuse MMDS K7: Power relay 50 A V1/V4: Integrated in terminal x: Type K thermal cable
F7: Fuse Shipyard connections K4, K5: are fitted with LED and suppressor diode V5/V6: Integrated in gearbox electrical system y: Connecting point to starter motor Circuit diagram for EDC Engine with MMDS (Version 24 V)

8091

171
Circuit diagram for MMDS 24 V

172
 Circuit diagram for EDC 24 V

Needle- Coolant Charge air

movement- RPM- Boost pressure temperature temperature
sensor sensor sensor sensor sensor

Non-designated cables: A=1 mm2

Twisted cables: approximately 20/m PSG5N / VP44

CAN−H CAN-L LGS-E MAB-E DZG-E + −

2 1 4 5 8 7 6 1 2 2 1 2 1 3 3 2 1 2

ca.
25/m 2.52

rd blk or gesw br wh blk blk wsbr wsrs wh blk vi ye wssw gn bl gr brsw

A7 A1 A6 A11 A12 F5 F6 B10 B11 B5 B12 B6 B3 B9 B4 B8 B2 B7 B1

X1

Terminal box
EDC control unit plug A

DZG A 35
LDF 1 12
LDF 2 23
34
11
WTF 1 22
LGS A 33
LTF 1 10
21
32
9

2.5 mm2

2.5mm2
MAB A 20
31
8
19
Fan
30
7 Term. 31
18
rd
NBF 1 29
bl
6
LDF 0 17
+ EBE-EDC/1
28
WTF 0 5
16 − EBE-EDC/2
CAN2 H 27
LTF 0 4
NBF 0 15
26
3
14
25
2
DZG 0 13
CAN2 L 24
DZG 1 1

BAT − 2.5 mm2

1
ISO L 24
ISO K 13 Diagnostics plug for
2.5mm2 MAN-Cats system
BAT − 2
25 Term. 2
14
2.5mm2
(EDC+) 2.5mm2 MAR: Centre-zero relay 16 A
BAT + 3 ISO−K K1/K2: Duplicate centre-zero relay 10 A
BRE E 26

3
K15 E 15 K3: Off-delay centre-zero relay
2.5mm2 ISO−L 5 A, t = 8 sec.
BAT + 4

2
HRL 0 27
PWG 2 16
TDS A 5 −

4
28
LGS E 17
+ MAR, K1 and K2 are fitted with LED and

1
DIA 1 6
29
suppressor diode
MAR 1 18 Term. 1
7 (Bat−)
PBM E 30
19
FGR 1 8
31 Term. 3
20 (EDC− / CAN10)
CAN 10 9
32
LLA E 21
10
33
22
CAN1 L 11
34
PWG 1 23
CAN1 H 12
PWG 0 35

− A2 15 12 24 22 12 24 22 24 22
EDC control unit plug A − A2 14 − A2 14 − A2 14

K3 t=8s K2 K1

MAR

+ A1 B1 11 21 11 21 + A1 11 21
18 16 + A1 + A1

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 2.5mm2

56

2.5mm2

2.5mm2
Starter interlock relay
EBE
23 + −
24 V
Engine speed signal output (+)

Engine speed signal output (−)

Term. 5 50e K5/11 Term. 30n

Expanded control box for EDC engines MMDS MMDS MMDS
V1/ K5/ K4/ Type: EBE-EDC // 51.11615−7269 Term. 59 Term. 79 Term. 102 30 X6/3 Term. 15 (+)
12 +A1 +A1 (+) Ignition
4−20 mA input (+)

MMDS MMDS
4−20 mA input (−)

31 F5/2
Term. 93 Term. 94 (−)

EBE EBE
17 16 3− 2+ 1+ 1.1 2.1
Emergency stop button
16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 1.2 2.2
X9 Circuit diagram EDC with connection to MMDS diagnostics system

External coding
8091

173
Circuit diagram for EDC 24 V

174
 Connection diagram

Engine speed signal output (+)

Engine speed signal output (−)
+ Supply bridge control

− Supply bridge control

Coolant temperature
Emergency stop
Emergency stop

Ignition on / off
Start interlock
Start interlock
Battery check

4−20 mA input (+)

4−20 mA input (−)
Only one of these two options

Oil pressure
Start / stop

Gearbox astern

Gearbox astern
Gearbox ahead

Gearbox ahead
necessary

Battery +
Battery −

Ignition

Gearbox “−”

Gearbox “−”
Horn
D+
31 30 50g 15 61 15 31

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 X4 External coding 8 7 6 5 4 3 2 1 5 4 3 2 1 4 3 2 1 8 7 6 5 4 3 2 1 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 X9 External coding 8 7 6 5 4 3 2 1

X5 X6 X7 X2 X8
A
X7 of other
Voltage supply terminal box Connector Plug A for throttle lever
Throttle lever control system for electronic triggering
of engine
4 3 2 1
Engine room

Connection to other
14 13 6 5 4
terminal box to reduce Gearbox plug
the speed of both B
Horn engines in an emergency

Plug B for throttle lever

for mechanical triggering
of engine

1K
1K
1K
Pedal travel sensor with
idle speed switch

Term. 15
Term. 31

Oil pressure − Control 3 W

24 V / 3 W − 12 V / 3 W

51.25449−0041 Length 3m

Coolant temperature −
.. .. (51.25449−0021 prototypes
30 Emerg- 4 1 4 1 51.25449−0022 2 3
.. 3 2 3 2 8 7 6 5 4 3 2 1
Charge indication

ency Length 3m
P ..... A 4 8 5 1
Engine speed including operating hours
Bridge

stop
Ignition lock

.. T−St

..
..
Control 3 W
15 50 .. +
blue(−) G
.. Digital- pink(+) Engine coolant temperature
Engine speed incl. Monitoring unit Serial
operating hours Monitoring unit analog grey
for 2 engines distribution + G Engine oil pressure
and digital engine data unit yellow
Green
MMDS-L MMDS-SD brown + G Engine oil temperature
Only one of Engine coolant temperature MMDS-LC white
MMDS-D08-L + − MMDS-D/A
these two 6 black + G
NO Horn Gearbox oil pressure
options 5 red
Engine oil pressure 4
necessary Group alarm −
Engine NC 3 2
+ Exhaust gas temperature A
start Engine oil temperature
4 3 2 1 4 3 2 1
Gearbox oil pressure Commissioning tool External series resistance for 12 V analog indicating instruments

Battery voltage MMDS-DK

Ignition
on / off
Exhaust temperature

8 7 6 5 4 3 2 1

Term. 15
Oil pressure − Control 3 W

Term. 31
24 V / 3 W − 12 V / 3 W

Coolant temperature −

.. ..
30 Emerg-
..
Charge indication

ency P ..... A
Flybridge

stop 4 3 1 4 3 1 8 5 2 1 2 3
.. T−St 2 2 7 6 4 3
Ignition lock

..
..
4 8 5 1
Control 3 W

15 50 .. Engine speed including operating hours

Engine speed incl. .. blue(−) + G Engine coolant temperature
operating hours Digital- pink(+)
and digital engine data Monitoring unit Monitoring unit Serial analog grey
for 2 engines distribution yellow + G Engine oil pressure
unit
Green
Engine coolant temperature MMDS-L brown + G
Only one of MMDS-SD Engine oil temperature
CAN bus termination MMDS-LC white
these two MMDS-D08-L + − MMDS-D/A
options Engine Engine oil pressure 6 black + G
NO Horn red Gearbox oil pressure
necessary start 5
Engine oil temperature 4 −
NC Group alarm 2
3 + Exhaust gas temperature A
Gearbox oil pressure 4 3 1 4 3 1
2 2
Ignition Battery voltage External series resistance for 12 V analog indicating instruments
on / off
Exhaust temperature

Commissioning tool
MMDS-DK 8 7 6 5 4 3 2 1

Plug A2 Gearbox plug X3

4 1 Engine speed signal

Assignment X1 X1 Assignment
30 D+ 3 2

50f 50e 31 Fuel pre-filter (Racor) 1 C1 4−20 mA “+”

Plug X11, X114, X16 D12 12 VOUT
(seen from front) Pulse duty factor: 30:1
Interlock-repeat relay Fuel pre-filter (Racor) D11 11 2 D2 Gearbox oil pressure display
H = 14 V
4−20 mA “+” C1 10 3 D3 Gearbox oil pressure contact at R = 8 kOhm

Gearbox astern D9 9 4 D4 Gearbox oil pressure contact

L = approx. 0 V
Plug on terminal box
Gearbox ahead D8 8 5 D5 Gearbox oil pressure contact t
6 Impulse / rpm Engine
Gearbox “−” D7 7 6 D6 Gearbox oil pressure contact Range 0−230 Hz
corresponds n (engine): 0−2300 rpm
Plug X1: Engine electrics + MMDS and EDC sensors
Plug X4
VOUT = f(R): L ROUT = 300 Ohm
1 7 1 7 1 7 1 7 1 7 1
RL (kOhm) 0 0.5 1 3 8 00 UMAX = 15 V (no load)
F 2 A Service plug X30
3
4 VOUT (V) 0 8 11 13 14 15 IMAX = 48 mA (short circuit)
5
6 12 6 12 6 12 6 12 6 12 6 Assignment X1 X1 Assignment

free 12 1 C1 4−20 mA “+”

Plug X8 Plug X7 C2
Plug X9 free 11 2 Sea water flow
4 5 6
2 1 Intake depression C8 10 3 C3 Coolant pressure
expansion tank All non-designated cables 1 mm2
1 7
Intake depression C1 9 4 C4 Fuel pressure
3 4
3 2 8
Coolant pressure after C6 8 5 C5 Exhaust backpressure
Plug X2, X5 Plug X6 coolant pump
Wiring done by shipyard
3 2 8 Coolant pressure after C1 7 6 C6 free
coolant pump
1 2
1 7

4 5 6
4
5
3
8091

175
Connection diagram

176
 Circuit diagram for MMDS 12 V

Coolant pressure after coolant pump

−0.5− +0.5 bar / 4−20 mA

−0.5− +0.5 bar / 4−20 mA

Exhaust back pressure
Battery

Coolant pressure AB
0−2.5 bar / 4−20 mA
0−6 bar / 4−20 mA

0−6 bar / 4−20 mA

Exhaust temperature after turbocharger

Optional

See water flow

Intake vacuum
+

Fuel pressure
Wire gauge according (for class)
installation guide line

4−20 mA

Gearbox oil temperature

Engine oil temperature

Injection pipe leakage

Raised sensors for

Gearbox oil pressure

Gearbox oil pressure

NC, with alarm open

0−25 bar / 4−20 mA
X11

Engine oil pressure

commissioning only P P P P P P

NO (de-energised)
0−6 bar / 4−20 mA

Coolant level AB
1 4

Fuel pre-filter
Racor, Separ
31 50 30 2 I I I I I I
vi 2.5

Pt 1000
1 2 1 2 1 2 1 2 1 2

NiCrNi
D+ W

NC
25 A automatic circuit breaker

M 87 85 B+ B−
K7 G − −
Power relay 75 A

3 V5 V6
Starter motor 2 P P A+ B−
1 rt 2.5 X30 4 7 8 9 10 X30 X30
1 1 2 3 5 + +
25 A automatic circuit breaker

30 86 Alternator I I T
F1 F2 S + S − + −
1 2 1 2 1 2 B C A rd gn
2 2
1 2 2 1

9: Gearbox astern
X16

8: Gearbox ahead
X14
bl
2 2 X3 X3
4 4 1 2 X3 3 4 X3 10 11 12 5 6 8 7 9
X3

bl rd vi rd gr swws rtsw gn viws vi brws brsw ye rtws rtws orsw orsw gr wh wh or bl gn wh visw visw grsw rtsw bl wh
Reserve Reserve x x Reserve

F2 F1 F4 D1 D10 F3 C9 C10 C1 C2 E1 E7 C4 A5 D2 C3 C6 C8 E2 E8 A4 A10 D3 D4 A9 A2 A8 D11 D12 C11 C12 D5 D6 E3 E9 C5 D8 D7 D9

X1

Alternator
1 1 1 gn wh
x x
31

D+
F5 F6 F7
20 A 10 A 16 A
2 2 2
MAR/21 Converter module type: MMDS-DC 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 43 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60
12 V
4 mm2

Battery negative
Bat

Battery positive
4 mm2 Terminals 1/3/5/7/9/11/13/15/19 internal connections
24 V

Ignition (NO)
Converter
2.5 mm2

12 D+
5A

14 +A1

Stop (NO)
RS232C for

EDC fault

U-Batt display
In

Output 1

Output 2

Output 3
V2

diagnosis
16 A

K8 Alarm Alarm

Input 1

Input 2
V4 Out

serial

serial

serial

serial

serial

S (+)
S (−)
Oversteering Remote Horn Optical Horn Cool. Temp. Reduct. CAN1 CAN2 RS232C, optically

DC+
Si Oil pressure (NO)
16 A
5A

(optional) reduct. ackn. ackn. Reset LED: OK (NO) (NO) (NO) (EDC) (optional) isolated, optional
V7
PE 61 62 63 64 65 66 67 68 73 74 81 82 83 84 85 86 89 90 91 92 93 95 96 102 103 104
61 Diagnostics unit MMDS 69 70 71 72 75 76 77 78 79 80 87 88 94 97 98 99 100 101
11 −A2 1 2 3 5 6 4 7 8 9 10
2
4
15’ Emergency

15’ Emergency

V3 EBE
30
31

stop Output

stop Output

12 V Term. 3
15’ Output

Emergency
30’ (24 V

2W
Output)

stop 2.1
Overrevving
15

test

K3/+A1 K2/14 K3/B1 EBE

Term. 3 EDC B12
Emergency −A2 12 14 A2 −
stop 1.2 14 12 24 22 22 24
EDC B11

31 30 30n K4 K5
31

+A1 11 21 21 11 A1+
+A1 1 3
K9
K2/11 Emergency
stop 2.2
−A2 2 4

15 15 15
15 30’ 30’
30
13
30 30
30 31 31 V1
31 31 12
31 31 31 31

K10/14 K10/14 X9/1 X9/3 X9/2

2.5 mm2
2.5 mm2
2.5 mm2
2.5 mm2

2.5 mm2

− + +
3 2 1

blk bl wh br
gn/gb blk bl wh br
D+ KW S86 S87 S86 S87S89
31 30 50g 15 61 30 30n O−P T H 30 31 A A − + A A D/A − + L H 31’ 30’ S

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 X4 8 7 6 5 4 3 2 1 4 3 2 1 8 7 6 5 4 3 2 1 5 4 3 2 1 Gearbox plug 8 7 6 5 4 3 2 1 X8
X5 X7 X2 X6
External coding

CAN for display,

Connecting in cable
4-pin + screen
Terminal box Emergency stop Start interlock Remote reduction
1−3
2−4
3−1
4−2
Connection to other Double display or Alternative (SV-D/A) Shipyard connections
terminal box commissioning tool Display units + dials
Shipyard connections

F1: Main fuse battery − K4/K5: Duplicate centre-zero relay 10 A / 12 V

F2: Main fuse battery + K7: Power relay 50 A / 12 V
F5: Fuse EDC K8: Sensitive relay 6 A / 24 V V2/V3/V7: Diode 5 KP 33 A
F6: Fuse MMDS K9: Power boost relay 16 A / 12 V V1/V4: Integrated in terminal x: Type K thermal cable
F7: Fuse shipyard connections K4, K5: are fitted with LED and suppressor diode V5/V6: Integrated in gearbox electrical system y: Connecting point to starter motor Circuit diagram for EDC Engine with MMDS (Version 12 V)

8091

177
Circuit diagram for MMDS 12 V

178
 Circuit diagram for EDC 12 V

Needle- Coolant Charge air

movement- RPM- Boost pressure temperature temperature
sensor sensor sensor sensor sensor

Non-designated cables: A=1 mm2

PSG5N / VP44
Twisted cables: approximately 20/m

CAN−H CAN-L LGS-E MAB-E DZG-E + −

2 1 4 5 8 7 6 1 2 2 1 2 1 3 3 2 1 2

ca. 2
4 mm
25/m

rd blk or gesw br rd bl blk wsbr wsrs wh blk vi ye wssw gn bl gr brsw

A7 A1 A6 A11 A12 F5 F6 B10 B11 B5 B12 B6 B3 B9 B4 B8 B2 B7 B1

X1

Terminal box
EDC control unit plug A

DZG A 35
LDF 1 12
LDF 2 23
34
11
WTF 1 22
LGS A 33
LTF 1 10
21
32
9

4 mm2

4 mm2
MAB A 20
31
8
19
Fan
30
7 Term. 31
18 rd
NBF 1 29
bl
6
LDF 0 17
+ EBE-EDC/1
28
WTF 0 5
16 − EBE-EDC/2
CAN2 H 27
LTF 0 4
NBF 0 15
26
3
14
25
2
DZG 0 13
CAN2 L 24
DZG 1 1

BAT − 2.5 mm2

1
ISO L 24
ISO K 13 Diagnostics plug for
2.5 mm2
BAT − 2 MAN-Cats system
25 Term. 2
14
2.5 mm2
(EDC+)
2.5 mm2 MAR/K1/K2/K10:
BAT +
BRE E
3
ISO−K
Duplicate centre-zero relay 10 A / 12 V
26

3
K15 E 15 K3: Off-delay centre-zero relay
2.5 mm2
BAT + 4 ISO−L 5 A / 24 V, t = 10 sec.

2
HRL 0 27
PWG 2 16
TDS A 5 −

4
28
LGS E 17
+ MAR, K1 and K10 are fitted with LED and

1
DIA 1 6
29
suppressor diode
MAR 1 18
7
PBM E 30
19 Term. 1
FGR 1 8 (Bat−)
31 Term. 3
20 (EDC− / CAN10)
CAN 10 9 − A2 15
32
LLA E 21 K3 t=10s
10
33
22
CAN1 L 11
34 + A1 B1 2
18 16
PWG 1 23 2.5
CAN1 H 12
PWG 0 35

− A2 11 21 − A2 14 12 24 22 − A2 14 12 24 22 − A2 14 12 24 22
EDC control unit plug A
K10 K2 K1

MAR
nearly to EDC
+ A1 11 21
+ A1 14 12 24 22 + A1 11 21 + A1 11 21
2
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 2.5
120 2.5mm2

56

2.5 mm2

2.5 mm2
+ −
EBE
23 12 V
Term. 5
Engine speed signal output (+)

Engine speed signal output (−)

K8/11 K5/11 Term. 30n DC/DC

Expanded control box for EDC engines MMDS MMDS 30’ (+) 15’ (+) Term. 5
V1/ K5/ K4/ Type: EBE-EDC 51.11615−7324 Term. 59 Term. 79 DC/DC
Term. 3
DC/DC
Term. 7
30 X6/3 Term. 15 (+)
12 +A1 +A1 and Ignition
X2/2
MMDS MMDS
4−20 mA input (+)
4−20 mA input (−)

31 F5/2
Term. 93 Term. 94 (−)

EBE EBE
17 16 3− 2+ 1+ 1.1 2.1
Emergency stop button
16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 1.2 2.2
X9 Circuit diagram EDC with connection to MMDS Diagnostics system (Version 12 Volt)

External coding
8091

179
Circuit diagram for EDC 12 V

180
 Wiring of MMDS individual components MMDS

5
6 Monitor
4
Monitoring unit
MMDS-LC Input circuit for recording 11 freely programmable alarms or indications
RSF8 (current-controlled and isolated by optocouplers from remaining electronics)
MMDS-L 3
7 View of plug

Group alarm
Group alarm

Horn
(NO)
(NC)
270
1 2

1k2
Ground
Horn
(NO)
(NC)
8

Wp

Rx

Tx
13 12 11 10 9 8 7 6 5 4 3 2 1 1 2 3 4 5 6 7 8 9 10 11 12

8 7 6 5 4 3 2 1 4 3

RSF4

yellow
brown

brown
green
View of plug

white
black

white
grey
blue

blue

pink
red
yellow

brown
green

white
grey
blue

pink
red

1 2
4
8

2
3

RSF4 / 0.5 m

RSF8 / 0.5 m

2 m long
(Lumberg)

(Lumberg)

Core no. of cable equals

RSF8 / 0.5 m
(Lumberg)

input no.
RKT4−165 / 2 m one-sided

10

12
11
1

9
RKTS8−187 / 3 m both sides
(Lumberg)

(Lumberg)

RKTS8−187 / 3 m both sides

Serial terminal block for MMDS-SD

Input contact
SUB-D, 9-pin
11 free inputs for general ship alarms

Battery negative

Battery positive
(PC connection)

(Lumberg)
4
yellow
32 33 34 35 36 37 38 39

8 MMDS-LC or MMDS-L can be used

red
3
green
7
blue
5
grey
6
pink
1 RSF8 / 0.5 m (Lumberg)
DA converter

9 10 1 1 1 2 1 3 1 4 1 5 16 17 1 8 1 9 2 0 2 1
white −
2 Commissioning tool
brown +
MMDS-D/A
4 x RSF4 / 0,5 m (Lumberg)
4
MMDS-DK
black 31 (battery −) blue
black RSF4 / 0.5 m
3 RSF4 / 0.5 m (Lumberg) brown
brown

1
blue (Lumberg) 30 (battery +)
29 30 31

2 free interface white

white white

2
1
brown Cable: Metrofunk LIYY 10x0.75/73 grey, 2,9 m long black

3
RKT4−165 / 3 m both sides (Lumberg)
Connection to MMDS-DA converter blue

4
Engine 3 brown
blue

5
3 2 11 to 35 VDC
4 RSF4 / 0.5 m (Lumberg) white
black 4 8
25 26 27 28

6
3 Engine speed (0−3000 rpm / 0−200 Hz)
blue black
G
+

7
2 Engine coolant temperature (40−120_C / 4−20 mA)
white blue
G
+

8
1 Engine oil pressure (0−6 bar / 4−20 mA) Engine 2
brown brown
+
G 11 to 35 VDC

9
Engine oil temperature (50−150_C / 4−20 mA) white

8
G
+

16 15 14 13 12 11 10
Gearbox oil pressure (0−25 bar / 4−20 mA) black

7
4 RSF4 / 0.5 m (Lumberg) G
−
black Exhaust temperature b. t. A (100−900_C / 4−20 mA)
21 22 23 24

6
3
G
−
blue Exhaust temperature b. t. B (100−900_C / 4−20 mA) blue

5
+
2
white black

4
1 RKT4−165 / 3 m both sides (Lumberg) Engine 1
brown Connection to MMDS-DK commissioning tool 11 to 35 VDC

3
white Supply of electronics of

2
Cable feed-through Pg 13.5 brown starter battery engine 1

1
+24 VDC
MMDS-SD terminal 20 (pin 1)
14 15 16 17 18 19 20

−24 VDC

X1
MMDS-SD terminal 19 (pin 2)
to next serial distribution box with same con-
MMDS-SD terminal 18 (pin 3) nection option

9 10
MMDS-SD terminal 17 (pin 4) Horn (NO)
Length variable Cable feed-through Pg 9
MMDS-SD terminal 16 (pin 5)
Engine terminal box free Input

8
MMDS-SD terminal 15 (pin 6)
MMDS diagnostics unit Reset BE3 engine 3

7
MMDS-SD terminal 14 (pin 7)
Reset BE3 engine 2

6
Equipping of X2 and as-
8 9 87 86

2 x Harting plug connection, 7-pin (pin 7) +

Reset BE3 engine 1 sociated functions only

5
(interchangeable)
(pin 6) optional
Optical acknowledge

4
+24 VDC (pin 1)
9 10 11 12 13

(pin 5) Horn acknowledge

3
−24 VDC (pin 2)

2
Em-R terminal 3 (pin 3) Harting plug connections, 7-pin

1
Em-R terminal 4 (pin 4) − 24 VDC (pin 2)
Length variable −
MMDS-SD terminal 89 (pin 5)

X2
from starter battery
MMDS-SD terminal 87 (pin 6) + 24 VDC (pin 1) +
7 8

MMDS-SD terminal 86 (pin 7)

PTC
PC / Laptop

Cable feed-through Pg 9
6

Horn (NO) for shipyard connections

5

6
4

RSF4 / 0.5 m (Lumberg)

RXD
Group interrupt (NC)

TXD

5
RS232C
3

white

4
− Supply of alarm system monitor- black
2

3
ing unit MMDS-LC with engine RS232C,
+ brown RXD isolated by optical un-
1

ignition off

2
blue coupling
TXD

1
perm. relay load: 48 V / 1 A
D-SUB 9-pin

X3
RKT4−165 / 2 m one-sided (Lumberg)

8091

181
Wiring of MMDS individual components MMDS

182
 Notes

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183
 Notes

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184
 Index

A I
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–11 Idle speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Angle of rotation sensor . . . . . . . . . . . . . . . . . . . . 39 Injection timing mechanism . . . . . . . . . . . . . . 7, 37

B M
Boost pressure sensor . . . . . . . . . . . . . . . . 15, 117 MAN-Cats − Software description . . . . . . 125–141
Bosch socket box . . . . . . . . . . . . . . . . . . . . . . . . 122 MAN-Cats diagnostics system . . . . . . . . . . . . . 123
Brief description of the 4−20 mA throttle
lever control system Marex SB . . . . . . . . 157–164 N
Brief description of the 4−20 mA throttle Needle movement sensor . . . . . . . . . . . . . 17 , 120
lever control system Mini-Marex-C . . . . . 165–170 Notes on operation . . . . . . . . . . . . . . . . . . . . . . . . 43

C P
Charge-air temperature sensor . . . . . . . . . . . . . 117 Pedal travel sensor . . . . . . . . . . . . . . . . . . . . . . . . 12
Check-list for EDC MS 6.4 stage 2 . . . . . . . 48–50 Pin assignment engine control unit
Circuit diagram for EDC 12 V . . . . . . . . . . . . . . 179 EDC 6.4 stage 2 . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Circuit diagram for EDC 24 V . . . . . . . . . . . . . . 173 Plug connections . . . . . . . . . . . . . . . . . . . . 107–109
Circuit diagram for MMDS 12 V . . . . . . . . . . . . 177 Pressure control valve . . . . . . . . . . . . . . . . . . . . . 30
Circuit diagram for MMDS 24 V . . . . . . . . . . . . 171 Pump control unit . . . . . . . . . . . . . . . . . . . . . . . 7, 40
Component description . . . . . . . . . . . . . . . . . 12–25
R
Connection diagram . . . . . . . . . . . . . . . . . . . . . . 175
Radial piston distributor injection pump . . . . . . . 26
Connection for electric throttle lever
control with 4−20 mA output signal . . . . . 150–154 Radial piston high-pressure pump . . . . . . . . . . . 33
Connections: Boatyard start / stop, Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
emergency stop, charge indication, Return flow throttle valve . . . . . . . . . . . . . . . . . . . 36
charge-air preheater, alarms . . . . . . . . . . . . . . . 146 RPM sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Control box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 RPM sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Coolant temperature sensor . . . . . . . . . . . . . . . 118
S
E Safety instructions . . . . . . . . . . . . . . . . . . . . . . . . 4–5
EDC diagnosis tools . . . . . . . . . . . . . . . . . . . . . . 122 Avoiding accidents likely to cause injury . . . . . . 4
EDC testing with socket box . . . . . . . . . . 142–145 Laying up or storage . . . . . . . . . . . . . . . . . . . . . . 5
Electronic diesel control − General . . . . . . . . . . . . 6 Limitation of liability for
Emergency stop . . . . . . . . . . . . . . . . . . . . . . . . . . 148 parts and accessories . . . . . . . . . . . . . . . . . . . . . 5
Engine control . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Self-diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . 44–47
Engine start / stop: bridge / flybridge . . . . . . . . 147 System description . . . . . . . . . . . . . . . . . . . . . . . 7–8
Engine terminal box . . . . . . . . . . . . . . . . . 110–116
Excess current throttle valve . . . . . . . . . . . . . . . . 31

F
Fault code output . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Flash code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Fuel System Diagram VP44 . . . . . . . . . . . . . . . . 42
Function description . . . . . . . . . . . . . . . . . . . 26–42
Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121

185
 Index

T Self-test pump control unit:

Temperature sensors for EEPROM checksum . . . . . . . . . . . . . . . . . . . . . 98
charge air and coolant . . . . . . . . . . . . . . . . . . . . . 14 Self-test pump control unit:
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55–106 EEPROM status . . . . . . . . . . . . . . . . . . . . . . . . . 99
Atmospheric pressure sensor . . . . . . . . . . . . . 78 Self-test pump control unit: RAM . . . . . . . . . . 101
Boost pressure sensor . . . . . . . . . . . . . . . . . . . 61 Self-test pump control unit:
Solenoid valve output stage . . . . . . . . . . . . . . . 90
CAN 1 interface . . . . . . . . . . . . . . . . . . . . . . . . . 87
Self-test pump control unit:
CAN 2 interface . . . . . . . . . . . . . . . . . . . . . 84, 85
solenoid valve voltage measurement . . . . . . . 82
CAN signal pump control unit . . . . . . . . . . . . . . 96
Shutdown via delivery volume 0 . . . . . . . . . . . 64
CAN1 interface . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Shutdown via delivery
Charge-air temperature sensor . . . . . . . . . . . . 59 volume solenoid valve . . . . . . . . . . . . . . . . . . . . 86
Coolant temperature sensor . . . . . . . . . . . . . . . 62 Shutdown via monitoring module . . . . . . . . . . . 77
Delivery volume solenoid valve, Shutdown via relay
injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 redundant shutdown MAR . . . . . . . . . . . . . . . . 73
EDC control box for idle speed adjustment . . 71 Shutdown via voltage monitoring . . . . . . . . . . . 93
Engine control − Electric . . . . . . . . . . . . . . . . . . 56 Speed sensor signal recording,
Engine control − Mechanical . . . . . . . . . . . . . . 55 pump control unit . . . . . . . . . . . . . . . . . . . . . . . . 97
Engine control unit monitoring module . . . . . 103 Start of injection control deviation . . . . . . . . . . 67
Engine overspeed . . . . . . . . . . . . . . . . . . . . . . . 66 Supply voltage pump control unit . . . . . . . . . . . 95
Fault sending a CAN message . . . . . . . . . . . 105 Test of shutdown paths . . . . . . . . . . . . . . . . . . 106
Fuel temperature . . . . . . . . . . . . . . . . . . . . . . . . 83 Time-lag relay (K3) . . . . . . . . . . . . . . . . . . . . . . . 76
Injection timing mechanism . . . . . . . . . . . . . . . 91 Timeout: CAN signal FM/MMDS at EDC . . . . 80
Main relay (K1) . . . . . . . . . . . . . . . . . . . . . . . . . . 74 Timeout: CAN signal MSG 1 . . . . . . . . . . . . . . 94
Needle movement sensor . . . . . . . . . . . . . . . . . 68 Timeout: CAN signal PSG 1 . . . . . . . . . . . . . . . 92
Plausibility of solenoid valve cutout . . . . . . . . . 70 Undervoltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Polarity reversal Troubleshooting chart . . . . . . . . . . . . . . . . . . 51–54
speed sensor on flywheel . . . . . . . . . . . . . . . . 102 Troubleshooting program . . . . . . . . . . . . . . . . . . . 54
Pump control unit initialisation . . . . . . . . . . . . 104
Pump control unit self-test . . . . . . . . . . . . . . . . 63 V
Pump control unit solenoid valve . . . . . . . . . . . 79 Voltage supply . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
Pump speed sensor . . . . . . . . . . . . . . . . . . . . . . 88
Relay (K2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 W
Residual volume . . . . . . . . . . . . . . . . . . . . . . . . . 89 Wing cell feed pump . . . . . . . . . . . . . . . . . . . . . . . 29
RPM sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 Wiring of MMDS individual
components MMDS . . . . . . . . . . . . . . . . . . . . . . . 181
Run-on control . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Self-test pump control unit: ADC status . . . . 100

186